Association of American Railroads

Association of American Railroads
OPERATIONS AND MAINTENANCE DEPARTMENT

MECHANICAL DIVISION
MANUAL OF STANDARDS
AND
RECOMMENDED PRACTICES SECTION A, PART I11
PASSENGER CAR REQUIREMENTS
ISSUE OF 1 9 8 0 REVISED 1 9 8 3 REVISED 1984
Compiled under the direction of the Committees responsible for the subjects shown herein.
Published by
The Association of American Railroads

1920 L St., N.W.
Washington, D.C. 20036
Printed in U.S.A.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices PREFACE The Manual of Standards and Recommended Practices of the Mechanical Division, Association of American Railroads, is issued by authority of the General Committee of the Division, and includes all regularly adopted specifications, standards and recommended practices of the Mechanical Division, Association of American Railroads. The Manual is composed of the following sections: Section A, P a r t I - Table of Contents, Alphabetical and Numerical Index of Sections "A" through "L" inclusive Section A, P a r t I1 - Miscellaneous Specifications, Standards (010 Series) and Recommended Practices (010 Series) Section A, Part I11
-
Passenger Car Requirements (010 Series)
Section B - Couplers and Freight Car Draft Components (100 Series) Section B, Part I1 - Drawgear Inspection and Maintenance Manual (100 Series) Section C
-
Car Construction - Fundamentals and Details (200 and 2,000 Series)
Section C, Part 11, Volume 1 - Specifications for Design, Fabrication and Construction of Freight Cars, M 1001 Section C, Part 11, Volume 2 - Appredices M 1001 Section C, Part I11 - Specifications for Tank Cars, M 1002 Section D
-
Trucks and Truck Details (300 and 3,000 Series)
Section D, Part I1 - Code for Designating Design Features for Side Frames and Truck Bolsters (300 and 3,000 Series) Section E - Brakes and Brake Equipment (400 and 4,000 Series) Section E , P a r t I1 Section F
-
Maintenance Requirements for Freight Car Air Brake Control Valves and Equipment - Shop Certification (400 and 4,000 Series)
Locomotive and Electrical Equipment (500 and 5,000 Series)

- Wheel
Section G - Wheels and Axles (600 Series) Section G, Part I1 and Axle (Shop) Manual (600 Series) Section H - Journal Bearings and Lubrication (700 Series) Section H, Part I1 - Roller Bearing (Shop) Manual (700 Series) Section H, Part 111 - Lubrication (Shop) Manual (700 Series) Section I - Specially Equipped Freight Car and Intermodal Equipment (800 Series) Section J
-
Vacant
Section K - Vacant Section L - Lettering and Marking of Cars (900 Series) The specifications are designated with an "M" Prefix, i.e., M-900. Standards are Prefixed "S", i.e., S-900, and Recommended Practices carry the Prefix "RP", i.e., RP-900. The Prefix "S or "RP" will be followed by a three or four digit number, the first digit, 0 through 9, indicates the section in which the standard or recommended practice can be found as shown in parenthesis above.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices Copies of the various sections of this manual can be obtained as follows: ORDERS should be addressed to the Association of American Railroads, Mechanical Division, 59 E a s t Van Buren Street, Chicago, Illinois 60605, Attention: Ms. P. L. Tucker, Phone (312) 939-0770. PRICES are available from the foregoing address. CIRCULARS A subscription to Circulars of t h e Mechanical Division, which includes t h e annual report of each Mechanical Division Committee, Letter Ballots and Results, Arbitration Decisions, Price List of Publications, and Circular Letters dealing with all phases of Mechanical Division activity is available from t h e foregoing address.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices STATUS OF PAGES OF SECTION A PART I11 MANUAL OF STANDARDS AND RECOMMENDED PRACTICES
Shown below are t h e current dates applicable to each page of Section A P a r t I11 of the AAR Manual of Standards and Recommended Practices. The printed page date is shown in either t h e lower left or lower right hand corner of the page. In t h e event a new Specification, Standard or Recommended Practice does not include a n effective date, t h e printed page date will constitute the effective date.
Page Number
Fly Leaf Preface Status of Pages i-xiv
Page Date
1980, Rev. 1984 4-1-83 4-1-84 4-1-84 12-1-81
A-111-1- A-111-64 A-111-65 A-111-66- A-111-67 A-111-68 - A-111-70 A-111-71 - A-111-88 A-111-89 - A-111-92 A-111-93 - A-111-147 A-111-148 A-111-149 - A-111-213 A-111-214 - A-111-327
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices FIELD TEST REQUIREMENTS FOR MATERIALS, DEVICES AND PRODUCTS MANUFACTURED TO A.A.R. SPECIFICATIONS BUT HAVING NO PREVIOUS SERVICE EXPERIENCE ON A.A.R. MEMBER ROADS Standard S-010
S-010
(Former A-4A)
The requirements of these Standard and Recommended Practice specifications represent the minimum acceptable. All suppliers of products and materials are urged to exceed the intent of these requirements as much as possible. Many devices covered by the specifications have been developed through the help of extensive field experience and tests. Each specification contained herein should be read as including an additional requirement for satisfactory performance under a field test if such test is deemed appropriate after consideration by the Executive Director of the Mechanical Division and the A.A.R. Research Department working with the appropriate Mechanical Division Committee(s). When inspection of manufacturing processes or facilities of companies manufacturing car components for use on cars in interchange service involve travel of A.A.R. personnel outside the boundaries of the North American Continent, the out-of-pocket expenses involved to conduct such required inspections will be paid by the company offering such products for this service.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices DEFINITIONS OF TERMS FOR THE AAR MANUAL OF STANDARDS AND RECOMMENDED PRACTICES Standard Adopted 1983 1.0 SCOPE 1.1
This compilation of terminology covers terms commonly referenced relative to Specifications, Standards, and Recommended Practices of the AAR Manual of Standards and Recommended Practices.
1.2
Each of these definitions is based upon the usage and language, meaning and reasons behind t h e development of Specifications, Standards, and Recommended Practices by t h e AAR Mechanical Division through its Standing Technical Committees. The definitions reflect past-precedent-practice, a s well a s current designation of limits of acceptability for facilities in addition to material, designs, products, devices, and rolling stock equipment intended for usage on North American railroads in interchange service, a s well a s other North American railroad service where specifically defined.
2.0 STANDARD 2.1

A specification, procedure, practice, definition, design, product or device which is approved by the AAR to serve a s the requirement for use in unrestricted interchange service.
3.0 ALTERNATE STANDARD 3.1

A product or device, which is approved by the AAR to serve a s a n acceptable requirement for use in interchange service in lieu of the Standard and is equal to or exceeds t h e requirements of t h e AAR Standard.
4.0 FORMER STANDARD 4.1

A specification, design, product or device which was previously designated a s Standard or Alternate Standard which has been superseded, and continues to be acceptable in interchange service, but may be subject to prescribed conditions.
5.0 OBSOLETE STANDARD 5.1

A specification, procedure, practice, definition, design, product or device which was previously designated a s Standard or Alternate Standard but which has been superseded, and which is restricted in interchange service subject to prescribed conditions.
S-046
Association of American Railroads Manual of Standards and Recommended Practices
6.0 APPROVAL WITHDRAWN 6.1
The status of a formerly approved design, product, device or facility which h a s been found t o be no longer acceptable for u s on or involving equipment in interchange service. When applicable, removal from interchange service may be required within prescribed time limits.
7.0 EFFECTIVE DATE 7.1
The date a standard, specification, design, product or device, must be placed in effect for equipment interchange service.
8.0 RECOMMENDED PRACTICE 8.1
A specification, design, product or device which is accepted by t h e AAR for use on rolling stock. A recommended practice shall not substitute for a Standard or Alternate Standard.
9.0 SPECIFICATION 9.1
Detailed requirements t h a t a design, product, device or facility must meet to be eligible for AAR approved status. These requirements may pertain to performance, methods of fabrication, material, quality control, laboratory and field test procedures, or other criteria.
10.0 APPROVED 10.1
The status of a n item of equipment, practice, or procedure, design, product, device or facility which h a s been reviewed by the AAR Mechanical Division and found to meet the applicable requirements of a n AAR Specification, Standard, Alternate Standard, or Recommended Practice.
11.0 CONDITIONALLY APPROVED 11.1
The status of a practice or procedure, a n item of equipment, a design, product, device or facility which h a s been reviewed by t h e AAR Mechanical Division and found to meet t h e applicable requirements for use in interchange service with restrictions imposed a s to quantity, period of service, type of application, test conditions, or other limitations a s stated in t h e applicable Standard, Specification or Alternate Standard. This term is used in lieu of former status "Approved for Test".
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices PROCEDURES FOR CONSIDERING PROPOSALS REGARDING STANDARDS AND RECOMMENDED PRACTICES, SPECIFICATIONS AND RULES Standard S-050 Adopted 1983 Effective January 1,1984
5-050
1. This Standard outlines t h e procedures under which any proposed changes to t h e standard and recommended practices, specifications or rules will be processed. A railroad, carbuilder, component manufacturer, private car owner or any other person or organization may submit a proposed new standard, recommended practice, specification or rule, or a change to existing standards, recommended practices, specifications or rules to t h e Director, Technical Committees, AAR Mechanical Division for consideration. Such submission shall be in writing. 2. After review, t h e Director, Technical Committees, will assign t h e proposal to t h e relevant Technical Committee for review a s appropriate.
3, The proposals will be considered by a Technical Committee or subcommittee thereof. During such consideration, the Committee or subcommittee may request the proponent to submit additional information or to appear before the Committee or subcommittee to explain the proposal in detail and to answer questions not resolved in t h e written material.
4. I n reaching a decision to reject or further progress proposals, the Technical Committee shall consider all representations made by the proponent.
5. I n the event a Technical Committee rejects a proposal, notice of such rejection will be sent to the proponent accompanied by a written explanation addressing t h e matters raised by the proponent. The proponent may resubmit its proposal with any additional information available for reconsideration by the Technical Committee.
6. I n the event a Technical Committee decides to progress a proposal, notice of such proposed change and reason therefore will be published in Mechanical Division Circular Letter or Committee Annual Report soliciting comments from interested parties. Comments (25 copies) are to be submitted to the Director, Technical Committees within 30 days of the date of the Circular Letter or publication of t h e Annual Report.
7. The appropriate Technical Committee will consider the comments prior to taking final committee action on t h e proposal. Final Committee action will be published in a Mechanical Division Circular explaining t h e action of t h e Committee. Commentors will be advised of the Committees' response to comments.
8. Final action by each Technical Committee shall be submitted for approval to either the membership of t h e Mechanical Division a t annual meeting or the General Committee, Mechanical Division in between annual meetings. By majority vote, the members of the Mechanical Division or the General Committee may direct t h a t the final action be submitted by letter ballot vote to t h e AAR member railroads. 9. New or amended standards and recommended practices approved through t h e foregoing procedures will be published in the Manual of Standards and Recommended Practices. New or amended provision of the Interchange Rules approved through the foregoing procedures shall be referred to t h e Arbitration Committee for final action a s to which rule, paragraph, and/or subparagraph will be modified and the exact wording of the modified interchange rule.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices
THIS PAGE LEFT BLANK INTENTIONALLY
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices SECTION A - PART I11 Table of Contents in Alphabetical Sequence Also
Table of Contents in Numerical Sequence according to: Specification Number ("M" prefix) Recommended Practice Number ("RP" prefix) Standard Number ("S" prefix) Alphabetical Sequence
Subject
Appendix of Circulars Air Brake Record-Passenger Car Air Connections-Passenger Car Air Filters-Passenger Car Sizes Air Filtration-Passenger Car Axle Generator Equipment-Passenger Car Axle Loading-Passenger Car Axle for BX Cars-Passenger Car Axle, Plain Bearing-Passenger Car Axle, Roller Bearing-Passenger Car Axle-Transit Car Traction ~ o t o r
-
Standard Recommended Practice Specification
Former Location
Present Location (Page)
E-112 E-123 EM-1 EM-1 EM-1 D-80 D-80
D-9
D-81 D-78 C-111 C-111 EM-1 A New
Baggage & Express, Spec.-Passenger Car Baggage and Express Car-Construction Batteries-Passenger Car Belting-Rubber, For Axle Generator Brake Test-Single Car Device-Passenger Brake Valve-Passenger, Code of Tests Brake-Levers, Rack, Connections Carrier-Coupler, "H" Tightlock Chain-Steam Connector, Passenger Car Clearance Diagram-Passenger Car Coach Seat-Passenger Car Code of Tests-Passenger Car Brakes Conductors Valve & Cord-Passenger Car vii
4-1-84
5039-4 Sup. 3 E-111 C-95 E-126 C-84A C-84C New E-114
Association of American Railroads Manual of Standards and Recommended Practices Standard Recommended Practice Specification
Subject Conductors Valve Location-Passenger Car Construction Specification-Passenger Car Construction-Express and Baggage Car Construction-Outline Contour-Psngr Car Construction-Passenger Car Floor Plan Construction-Postal Car Contour (Exterior)-Passenger Car Cooling Specification-Passenger Car Coupler Body-Cat. No. C-H80-HT Coupler Body-Cat. No. C-H81-HT Coupler Carrier, "H" Tightlock-Psngr. Car Coupler Contour, Alt. Std-Passenger Car Coupler Operating Lever E-Passenger Car Coupler Operating Lever-H Tightlock Coupler, Alternate Standard-Passenger Car Coupler, Gages, "H" Tightlock-Psngr Car Coupler, Standard "H" Tightlock-Psngr Car Coupler, Standard H Contour-Passenger Car Coupler-Contour, Controlled Slack-Psgr Car Coupler-Controlled Slack-Passenger Car Coupler-H Tightlock, Inspection Coupler-H Tightlock, Maintenance Coupler-H Tightlock, Purchase & Acceptance Coupler-H Tightlock, Reconditioned Coupler-H Tightlock, Secondhand Definition of Terms Electrical Distribution-Passenger Car Electrical System-Passenger Car Equipment Clearance Diagram-Passenger Car Express and Baggage Car-Construction Field Test Requirements-RR Products
Former Location
Present Location (Page) A-111-37 A-111-1 A-111-12 A-111-11 A-111-16 A-111-23 A-111-96 A-111-160 A-111-325 A-111-325 A-111-57 A-111-60 A-111-63 A-111-328 A-111-59 A-111-47 A-111-325 A-111-326 A-111-60
S-023 M-206B M-206B M-206 M-206A M-206A S-046 S-038 S-038 S-035 RP-034 S-010 RP-037
Vlll
C-87 B-355 B-355 B-325 B-343 B-343
A-111-59 A-111-313 A-111-313 A-111-283 A-111-301 A-111-301 A-IIIPreface
EM-1 EM-1 C-84A C-111
A-111-120 A-111-120 A-111-10 A-111-12 A-IIIPreface
Filters-Panels Air Impinge. Passenger Car
EM-1
A-111-160
...
Subject
Floor Plans-Passenger Car Foundation Brake Gear-Passenger Car Gages, UC Brake Control Valve-Psngr Car Gages-Coupler "H" Tightlock-Passenger Car Generator Belting-Passenger Car Hand Brake Inspection-Passenger Car Hand Brake Maintenance-Passenger Car Hand Brake-Specification-Passenger Car Heating Specification-Passenger Car Instruction Pamphlet 5039-4 Sup 3, PSGR Journal Roller Bearing Grease-Hyatt Knuckle-Cat. No. H-50B-HT-S LP Gas Fuel System-Passenger Cars Lighting-Passenger Car Liquified Petroleum-Fuel System Passenger Maintenance Requirements-Passenger Car Operating Lever, H-Tightlock-Psngr Car Operation in Freight Train-Passenger Car Outline Contour-Passenger Car Pamphlet 5039-4 Sup. 3 Psgr Sngl Car Test Passenger Car-Equipment Diagram Clearance Passenger Car-Operation in Freight Trains Passenger Car-Specification, Construction Postal Car-Construction Postal Car-Passenger Service Procedures for Considering Proposals Propane Fuel System-Passenger Car Retaining Valve, Air Brake-Passenger Car Roller Bearing Grease-Passenger-Hyatt Seat Passenger Car, Coach Shaver Converter-Passenger Car Single Car Testing Device-Brake Passenger Standby Plugs-Passenger Car
ix
4-1-84
Former Location

A-111-16 A-111-24 A-111-40 A-111-47 A-111-93 A-111-27 A-111-27 A-111-25 A-111-160 A-111-217
H C-86 EM-1 EM-3 EM-1 New C-86B E-117 C-84B C-84A E-117 C-75 L-43 L-43 New
A-111-275 A-111-325 A-111-160 A-111-141 A-111-160 A-111-255 A-111-328 A-111-29 A-111-11 A-111-217 A-111-10 A-111-29 A-111-1 A-111-23 A-111-23 A-IIIPreface A-111-160 A-111-30 A-111-275 A-111-15 A-111-160 A-111-217 A-111-154
Association of American Railroads Manual of Standards and Recommended Practices Standard Recommended Practice Specification S-031
Subject Steam Connections-Passenger Car Steam Connector Chain-Passenger Car Steam Connectors-Passenger Car Steam and Air Connections-Passenger Car Steam and Air Connections-Passenger Car Steam and Air Connections-Passenger Car Storage Batteries-Passenger Car Test-Device, Single Car-Brake Passenger Train Line-Electrical-Passenger Car Transit Car-Traction Motor Axle Water Cooler-Passenger Car Water Rising Air Supply-Passenger Car Wheels, Cast Steel-Passenger Car Wheels, Wrought Steel-Passenger Car Yoke for "H" Coupler-Passenger Car Yoke, Alt. Std Coupler-Passenger Car Yoke, Coupler, Controlled Slack-Pssngr Car Yoke-Alt. Std. Coupler-Passenger Car Yoke-Cat. No. C-Y50-HT-Passenger Car Yoke-Cat. No. C-Y65-HT-Passenger Car Yoke-H Tightlock Coupler, Passenger Car Yoke-H Tightlock Purchase & Acceptance Yoke-H Tightlock, Inspection Yoke-H Tightlock, Maintenance Yoke-H Tightlock, Reconditioned Yoke-H Tightlock, Secondhand Yoke-Radial Connections & Fittings
Former Location E-123 E-126 E-125 E-124 E-124A E-123 EM-1 New EM-4 D-78 EM-2 and 4 E-113 G G C-86C C-91 C-91 C-92 C-86C C-86C C-86C B-325 B-355 B-355 B-343 B-343 C-86C
-
Present Location (Page) A-111-31 A-111-34 A-111-33 A-111-32 A-111-35 A-111-31 A-111-76 A-111-217 A-111-125 A-111-64 A-111-71 A-111-28 A-111-70 A-111-69 A-111-327 A-111-61 A-111-61 A-111-62 A-111-327 A-111-327
.
- A-111-327
A-111-283 A-111-313 A-111-313 A-111-301 A-111-301 A-111-327
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices SECTION A - PART I11 Table of Contents in Numerical Sequence according to: Specification Number ("M" prefix) Recommended Practice Number ("RP" prefix) Standard Number ("S" prefix) Numerical Sequence Standard Recommended Practice Specification
Subject
Appendix of Circulars Coupler-H Tightlock, Purchase & Acceptance Coupler-H Tightlock, Reconditioned Coupler-H Tightlock, Maintenance Generator Belting-Passenger Car Journal Roller Bearing Grease-Hyatt Transit Car-Traction Motor Axle Coupler Operating Lever E-Passenger Car Air Brake Record-Passenger Car Water Rising Air Supply-Passenger Car Conductors Valve & Cord-Passenger Car Conductors Valve Location-Passenger Car Passenger Car-Operation in Freight Trains Hand Brake-Specification-Passenger Car Hand Brake Maintenance-Passenger Car Steam and Air Connections-Passenger Car Coach Seat-Passenger Car Floor Plans-Passenger Car Steam Connector Chain-Passenger Car
Former Location
B-325 B-343 B-355

A
H D-78 C-85 E-112 E-113 E-114 E-115 E-117 E-119 E-121 E-124 C-84C C-84D E-126 C-111 L-43 EM-1 EM-1 EM-2 and 4 EM-3
RP-034 RP-035 RP-036 RP-037 RP-039 RP-040
Baggage and Express Car-Construction Postal Car-Construction Batteries-Passenger Car Cooling Specification-Passenger Car Water Cooler-Passenger Car Lighting-Passenger Car
Standard Recommended Practice Specification S-010
Subject Field Test Requirements-RR Products Axle, Plain Bearing-Passenger Car Axle for BX Cars-Passenger Car Axle, Roller Bearing-Passenger Car Wheels, Wrought Steel-Passenger Car Wheels, Cast Steel-Passenger Car Gages, UC Brake Control Valve-Psngr Car Gages-Coupler "H" Tightlock-Passenger Car Coupler Operating Lever-H Tightlock Yoke-H Tightlock Coupler, Passenger Car Coupler, Alternate Standard-Passenger Car Coupler Contour, Alt. Std-Passenger Car Yoke, Alt. Std Coupler-Passenger Car Yoke-Alt. Std. Coupler-Passenger Car Coupler Carrier, "H" Tightlock-Psngr. Car Foundation Brake Gear-Passenger Car Air Brake Retaining Valve-Passenger Car Steam and Air Connections-Passenger Car Steam Connectors-Passenger Car Steam and Air Connections-Passenger Car Construction Specification-Passenger Car Clearance Diagram-Passenger Car Axle Generator Equipment-Passenger Car Electrical System-Passenger Car Train Line-Electrical-Passenger Car Standby Plugs-Passenger Car
Former Location
Present Location (Page) A-IIIPreface
D-9 D-80 D-81 G G B-75 B-118 C-86B C-86C C-87 C-88 C-91 C-92 C-95 E-111 E-118 E-123 E-125 E-124A C-75 C-84A EM-1 EM-1 EM-4 EM-8 D-80 C-84B New New A-IIIPreface
S-042 S-043 S-044 S-045 S-046
Axle Loading-Passenger Car Outline Contour-Passenger Car Brake Test-Single Car Device-Passenger Maintenance Requirements-Passenger Car Definition of Terms
xii
S-050 S-166 S-168
Subject
Procedures for Considering Proposals Coupler, Standard "H" Tightlock-Psngr Car Coupler, Standard H Contour-Passenger Car
Former Location
New C-86 C-86A

A-IIIPreface A-111-325 A-111-326
xiii
xiv
-
TABLE OF CONTENTS SECTION A PART I11

PASSENGER CAR REQUIREMENTS Present Location (Page)
A-111-214 A-111-28 A-111-30 S-030
Title
AAR Circulars & Appendix
Present Category
Former Location
Air Brake Connection for Water raising air supply RP-019 Air Brake-Retaining valve for passenger cars Air Brake-Gages for checking limit of a car and condemning from service the operating parts of "UC" passenger brake control values
S-017
Air Brake-Record card for air brake cleaning dates of HSC Brake Equipment on High speed lightweight passenger cars RP-018 Air Brake-Location of Conductors valve and car discharge valve on passenger equipment cars Air Brake-Location of Conductor's valve and car discharge valve on cars having observation platform RP-020
RP-021
Air Brake-Location of Steam and Air Connection on passenger equipment cars with tightlock and long shank couplers S-033 Air Brake-Location of Steam and Air Connection on RP-025 passenger cars equipped with D or E coupler Air Conditioning-Passenger car air conditioning (heating and cooling), air cleaning and filtering and filters, Inspection and Maintenance RP-037 Axle-Design for Electric Traction Motor axles suitable for gas-electric and similar types of heavy traction rail motor cars RP-013 Axle for Passenger Car-Plain wheel seat bearing-raised S-012 S-042 S-013 S-014 M-613-69
Axle for Passenger Car-Loading Axle under cars in "BX" service Axle for passenger car-Roller wheel seat Belting-Rubber bearing-raised
for axle generator
Brake-Brake levers, rack, connections and pins for conventional passenger equipment cars foundation brake rigging S-029
Association of American Railroads Manual of Standards and Recommended Practices Present Location (Page)
Title
Brake-Instructions governing the operation of passenger cars in Freight Trains Brake-Specification for hand brakes on new nonarticulated passenger train cars Brakes-Inspection car handbrakes Couplers-Uncoupling couplers and Maintenance of passenger
Present Category
RP-022 RP-023 RP-024
Former Location
rigging for type E passenger RP-014 S-018 S-023 S-024
Coupler-Master gages for checking Tightlock coupler maintenance gages Coupler-Controlled Coupler-Contour slack coupler and parts of controlled slack coupler
Coupler-Controlled slack coupler yoke and parts for passenger equipment cars S-026 Coupler-Controlled slack coupler yoke for passenger equipment cars for twin draft gears S-027
Coupler-Specification for flexible coupler carriers for use with AAR Standard "H" tightlock couplerss-028 Construction-Specification for the construction of new passenger equipment cars S-034
Construction-Passenger equipment outline diagram for unrestricted interchange service S-035 Construction-Standard passenger cars outline contour for new S-043
Construction-Specification for the construction of new express and baggage cars used in messenger and baggageman service RP-034 Construction-Postal plans Car Specification and floor RP-035 Car Floor Plans for Coach Seats for RP-026 RP-039 RP-027
Construction-Passenger Coach Seats-Dimensions passenger cars Electrical-Passenger
Car Water Cooler
Electrical-Passenger car electrical distribution system, apparatus lockers, lighting auxiliaries portable marker lights Electrical-Axle generator and motor alternator equipment for passenger cars
S-038 S-036
Association of American Railroads Manual of Standards and Recommended Practices Present Location (Page)
Title
Present Category
Former Location
Electrical-Storage Batteries for Railroad Car service, connectors, containers, receptacles, plugs and shipping provisions RP-036 Electrical-Passenger car lighting RP-040 S-039 S-041 RP-032 connections for passenger cars S-032 Electrical-Passenger car electrical train live connectors, receptacles and plugs Electrical-Standby plugs and receptacles for passenger car servicing Steam-Steam cars Steam-Steam Heat connections chain for passenger
Steam-Location of steam and air connection on passenger equipment cars with tightlock and long shank couplers S-033 Steam-Steam cars and Air connections for passenger S-031
Wheels-Standard wheel types-narrow flange contour for passenger car service--Wrought Steel manufactured to M-107 specification S-015 Wheels-Standard wheel types-narrow flange contour for passenger car service-Cast Steel manufactured to M-208 specification
S-016
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices SPECIFICATIONS FOR THE CONSTRUCTION OF NEW PASSENGER EQUIPMENT CARS Standard
(Former Sect~on C) S-034
Adopted, 1939; Advanced to Standard, 1945; Revised, 1967, 1969 PREFACE

The specifications have been prepared on the basis that they will be used for structural design of future new equipment and that the requirements laid down therein will not be retroactive into equipment now in service which has been built to former accepted specifications.
BASIC FUNDAMENTALS, NEW SPECIFICATIONS

The Railway Mail Service Specifications as revised July 20, 1938, were used as the basis for these specifications which provide for cars which may be used in trains of over 600,000 pounds light weight made up of cars of any type of construction now being operated. The Committee's review of the latest Railway Mail Service Specifications resulted in the preparation of these specifications in such a way as to more definitely establish the strength values at various locations in the car, as follows: (a) Trucks are required to be locked to the car body. This is for the purpose of obtaining the value of the weight of the truck plus the shear value of the truck attachments to the car body under abnormal accidental impacts. (b) A car structure which resists minimum static end load of 800,000 lbs. applied on center line of draft without developing any permanent deformation in any member of the car structure. The minimum static end load of 800,000 lbs. was derived from a 400,000 lb. design load with an approximate factor of safety of 2. In meeting this requirement, it is important that vertical deflection be kept to a minimum.
Note:-As a guide in design, it is recommended that, for materials and forms of construction now used, the maximum vertical deflection measured at center of car and based on distance between truck centers should not exceed 1 inch. Normal vertical deflections for cars having approximately 60 ft. distance between truck centers from % to Y 4 in. for steels and different forms of steel constructions.
(c) Cars must be designed to resist a horizontal load of 500,000 lbs. applied on the buffer beam at a point 12 in. above the center line of draft. This static load was derived from a 250,000 lb. design load employed in cars built to Railway Mail Service Specifications with an approximate factor of safety of 2. (d) Vertical strength requirements have been assigned to the buffer beam construction, the anti-climbing arrangement, and the coupler carrier arrangement. All these parts are to be designed to resist vertical loads of 100,000 lbs. These requirements are to resist coupled car ends from moving vertically with respect to each other under abnormal accidental impacts. (e) The two main vertical end members are required to have an ultimate shear value of not less than 300,000 lbs. each at a point even with the top of the underframe to which they are attached. This requirements was included to establish definite strength values at these points.
s-034
SECTION 1-SCOPE Application

(a) These specifications have been prepared on the basis that they will produce passenger cars suitable for use with cars of all types of construction now in service and built in accordance with Railway Mail Service Specifications, with the result that new and existing cars will satisfactorily operate together with maximum protection under all conditions of service. These specifications provide that static end loading shall be applied through center line of draft but must not be construed as requiring the application of end loading on the center line of draft of existing cars constructed to Railway Mail Service Specifications. (b) These specifications shall cover all new passenger equipment cars to operate in trains of over 600,000 pounds light weight.
SECTION 2-MATERIALS
(a) All strength members of cars shall be of all-metal construction. (b) Where steel is specified, other approved materials producing equivalent strength of design may be used.
(c) Where "approved materials" are referred to in this specification, it shall be understood same refers to Association of American Railroads' standards or equivalent.
(d) Castings may be used as parts of the strength members. Such castings having a carbon content of 25% and over must be annealed. (e) Where built-up welded metal parts are substituted in place of castings the unit is to be stress relieved before application.
(f) Any structural material in which the yield strength exceeds 80% of the tensile strength shall not be used except structural material not meeting this criterion and approved by the A.A.R. Committee on Freight and Passenger Car Construction may be used.
SECTION 3-WORKMANSHIP
All workmanship throughout the car shall conform to the best state of the art.
SECTION 4-LOADS
The car body shall be designed to carry its own dead weight in addition to the maximum specified live load under service conditions.
SECTION 5-TRUCKS
(a) Trucks may have either built-up metal or cast frames and may be either four or six-wheel type. All truck details and requirements shall be in accordance with the practice of the Association of American Railroads and the railroad for whose service the cars are built.
(b) The trucks shall be locked to car body. Strength of locking means shall be not less than the equivalent of an ultimate shear value of 250,000 lbs. and so arranged that the entire truck will lift with the car body without disengaging the center plates. The details of the attachments shall be such as to develop the full tensile strength of the connection.
Association of American Railroads Manual of Standards and Recommended Practices SECTION 6-BUFFING
(a) The car structure shall resist a minimum static end load of 800,000 lbs. at the rear draft stops ahead of the bolster on the center line of draft, without developing any permanent deformation in any member of the car structure. In meeting this requirement, it is important that vertical deflection be kept to a minimum.
Note:-As a guide in design, it is recommended that, for materials and forms of construction now used, the maximum vertical deflection measured at center of car and based on distance between truck centers should not exceed 1 in.
Normal vertical deflections for cars having approximately 60 ft. distance between truck centers range from % to 3/4 in. for steels and different forms of steel constructions. (b) The resistance of the center sills shall be based on a design end load of 400,000 lbs. applied along the longitudinal center line of the car at a point midway between the center line of draft and the center line of buffer. This resistance shall be taken by the center sill construction only.
(c) The center sill construction may be considered as supported against deflection vertically and horizontally by the car body to the extent that the strength of the superstructure, cross-bearers and attachments are available for this purpose.
(d) The design stress in the center sill construction shall be determined by the following formula and shall not exceed that shown in Section 20 and modified by column and stability formulae in Section 20: Stress (Lbs. per sq. in.) = 400,000 lbs. Area (sq. in.)
or
eccentricity (inches) x 400,000 lbs. Section modulus
(e) The stress due to eccentric moment from the above formula may be reduced to the extent that the car body is made available to resist this moment.
(f) Cars must be designed to resist a horizontal load of 500,000 lbs. applied along the longitudinal center line of car at a point on the buffer beam construction 12 inches above the center line of draft without developing any permanent deformation in any member of the car structure. The application of this load must not be distributed over an area greater than 6 inches x 24 inches.
(g) The buffer beam construction shall be designed to resist a vertical upward thrust from the coupler shank of 100,000 lbs. for any horizontal position of the coupler without exceeding the yield point of the construction or of its connections to the car structure. (h) An anti-climbing arrangement shall be applied at each end, designed so that coupled cars under full compression shall mate in a manner which will resist one car from climbing the other. This arrangement shall resist a vertical load of 100,000 lbs. without exceeding the yield point of its various parts or its attachments to the car structure. Tight-lock couplers, if used, shall be considered as meeting this requirement.
Cj) The coupler carrier and its connections to the car structure shall be designed to resist a vertical downward thrust from the coupler shank of 100,000 lbs. for any horizontal position of the coupler. without exceeding the yield points of the materials used. When a yielding type of coupler carrier is used an auxiliary arrangement shall be provided, designed in accordance with these requirements.
SECTION 7-DETAILS
(a) All connections, except those specified in Section 18 for end construction, shall be designed for the combined loads imposed upon them with stresses not to exceed those specified in Section 20.

(b) The distance between centers of rivet holes shall be not less than 3 diameters of the rivet and not more than twenty-four times the thickness of the thinnest outside member. In all cases, care should be exercised to provide sufficient shearing and bearing area for the stresses involved and to guard against local failure between rivets. The minimum distance between the center of the rivet hole and a sheared edge shall be not less than one and one-half times the diameter of the rivet, or where the load acts against the edge of the sheet this edge distance shall be increased, if necessary, to develop the strength of the rivet. (c) The use of fillers in the underframe and superstructure shall be avoided, wherever possible. (d) All holes for rivets or bolts in the underframe, superstructure, or outside finish shall be drilled or punched and reamed to size and fairness. No drifting of holes will be allowed. In deducting rivet or bolt holes to obtain the net area of any section they shall be taken a t Yls inch larger than the diameter of the rivet or bolt. The effective area of a rivet may be taken as its area after driving. (e) All rivets when driven must completely fill the holes and have full concentric heads.
(f) Welding which develops the required strength of the member or connection may be used in place of riveting.
SECTION 8-CENTER
SILLS
(a) Unit of built-up sills may be composed of rolled, extruded, or pressed shapes, either with or without cover plates. (b) A center sill of unit construction is defined as a structural member formed of one piece or of two or more pieces joined by an approved method so as to produce the equivalent of a one-piece construction.
(c) Cast draft sills or end construction may be used with any of the above types, with adequate connections a t splices. When flange angles are used, they shall be connected to the webs so as to transfer the total shear at any point in a distance equal to the effective depth of the sill at that point. When cover plates are used, they must extend at least two rows of rivets at each end beyond their theoretical length or equivalent when welded.
SECTION 9-BOLSTERS
AND CROSS-BEARERS
The body bolsters and cross-bearers must be provided with ample connections at center and side sills to transmit the calculated vertical shear.
SECTION 10-FLOOR BEAMS

Transverse floor beams may be rolled, extruded, pressed, or built-up shapes, with suitable connections at center and side sills.
SECTION 11-FLOOR
SUPPORTS
Longitudinal floor supports when used shall be supported at each transverse floor member.
SECTION 12-END
SILLS
The end sills may be either of rolled, extruded, or pressed shapes, built-up or cast construction with ample connections at center and side sills. They must be designed for the maximum vertical loads to which they may be subject and also for the assumed horizontal loads transferred from vertical end members as specified in Section 18.
Association of American Railroads Manual of Standards and Recommended Practices SECTION 13-COUPLERS AND DRAFT GEARS
Details of the coupler and draft gear must conform to the practice of the railroad company for which the cars are built.
SECTION 14-BUFFING
MECHANISM
Details of the buffer and buffing mechanism when used shall be in accordance with the practice of the railroad company.
SECTION 15-LONGITUDINAL
FRAME OR TRUSS FRAMING MEMBERS
In calculating the stresses in side frame, its effective depth when designed as a truss or girder may be taken either as the distance between centers of gravity of side plate and side sill or as the distance between centers of gravity of bottom and top chords of the girder. In the latter case the bottom member may be taken as the section comprising side sill, belt rail, and intervening side sheet; the top member may include side plate and letter board, provided connections are such that all members will act together. Piers connecting the top and bottom chords above described must be of sufficient strength to withstand the shear loads imposed upon them, with stresses not to exceed those specified in Section 20. At side door openings the bending moment caused by the vertical shear at door posts shall be considered as being resisted by the section above and below door opening, and the sum of the direct stresses and those due to bending at such sections shall not exceed the stresses specified in Section 20. A sufficient proportion of any reinforcing members added to these sections shall be extended far enough beyond the door posts at each side to transmit their reactions to the side frame without exceeding the limit specified for stresses. The roof and underframe systems may be considered as load carrying members to the extent of their connection to the side frame.
SECTION 16-SIDE
POSTS AND BRACES
(a) For girder construction or truss construction the sum of the section moduli about a longitudinal axis, taken at the weakest horizontal section between side sill and side plate, of all posts and braces on each side of the car located between the body corner posts shall be not less than 0.30 multiplied by the distance in feet between the centers of end panels. (b) For girder construction only the sum of the section moduli, about a transverse axis, taken at the weakest horizontal section between side sill and side plate, of all posts, braces and pier panels, to the extent available, on each side of car located between body corner posts shall be not less than 0.20 multiplied by the distance in feet between the centers of end panels. (c) The center of the end panel is to be considered as the point midway between the center of the body corner post and the center of the adjacent side post. (d) Side frame members shall also meet the stress requirements of Section 20.
SECTION 17-SHEATHING
(a) Outside sheathing of mild open-hearth steel when used flat without reinforcement (other than side posts) in a side frame of girder construction must be not less than Yi inch nominal thickness. Other metals may be used of a thickness in inverse proportion to their yield strengths. (b) Outside metal sheathing of a lesser thickness may be used provided it is reinforced so as to produce at least an equivalent sectional area at right angle to reinforcements as flat sheathing specified above.

(c) For truss construction where sheathing serves no load carrying function, minimum thickness shall be not less than 40% of that specified above.
SECTION 18-VERTICAL
END MEMBERS
(a) The sum of the section moduli of all vertical end members a t each end of the car shall be not less than 65. (b) The outside end of each car shall be provided with two main vertical members, one at each side of the diaphragm opening. Each of these members shall have a section modulis of not less than 24.375. Each main member shall also have an ultimate shear value of not less than 300,000 lbs. at a point even with the top of the underframe member to which it is attached. The attachments of these members at bottom shall be sufficient to develop their full shear value.
(c) This shear value shall be based on the area of the web, which is the depth of the member times the web thickness times the shear strength of the material used.
(d) If reinforcement is used to provide the shear value such reinforcement shall have full value for a distance of 18" up from the underframe connection, then taper to a point approximately 30" above the underframe connection. (e) The attachment of the vertical members at failure the reactions of the members, without shear beams with free supports a t their ends and loaded underframe member to which they are attached with the material. the top shall be adequate to resist without reinforcements, when assumed to be simple at a point 18" above the connection to the a load sufficient to develop the yield point of
(f) The remaining vertical end member requirements shall be distributed in the body end of the car. The attachments of these members a t bottom shall be sufficient to develop their full shear value. The attachments a t the top shall be determined in the same manner as prescribed above for the main end members.
(g) For cars having open end observation platform, the end construction of car body shall be as described above and in addition there shall be two stub end members, located similarly to main vertical members on end of platform extending to top of railing. These members shall have same shear strength value as the two main vertical members. (h) Cars with large end doors to which the foregoing requirements of this section do not apply, shall be considered to meet these specifications if the doors and attachments are sufficient to develop a shear resistance equivalent to the main members described above.
Cj) The top reaction of all vertical end members may be delivered to the roof of car or to a truss, girder or brace construction extending across the car. The structure employed must be adequate to transmit reactions from the posts to the side framing of the car.
SECTION 19-ROOF
(a) The projected area of the portion of the roof in square feet supported by carlines divided by the sum of the section moduli of the carlines at any section must not be more than 60. (b) Flat roof sheets of mild open-hearth steel without reinforcements shall be of a minimum thickness of .05 inches, adequately attached to the roof framing. (c) Metal roof sheets of a lesser thickness may be used provided they are reinforced so as to produce at least an equivalent sectional area at right angle to roof sheets specified above.
Association of American Railroads Manual of Standards and Recommended Practices SECTION 20-STRESSES
(a) All structural members shall be so designed and proportioned that the sum of the direct stresses to which each is subject shall not exceed those stated in table below, except as modified by Section 18:
UNIT DESIGN STRESSES TO BE USED FOR ROLLED MILD OPEN-HEARTH STEEL Unit Center Sills Construction
Tension Compression Shear Rivets Shear Bearing 19,200 19,200 12,000 12,000 24,000
Other than Unit Construction
Side Sills and Framing Members
Bolsters
The total combined stress in any structural members, except center sills, may exceed the above figures by not more than 20%. (b) Axial compression stresses in members, or elements of members, must not exceed those allowed by the following column and stability formulae: For r then
" fi
L A
~ 1'
4n2E'
(Llr)' pounds per square inch
A(L/r)2
n2E'
pounds per square inch
These formulae give a nominal safety factor of 2.0 for reasonably restrained end condition. L r length of column center to center of connections, inches. least radius of gyration of column cross section, inches. E'= Secant modulus of elasticity as derived from the tensile stress-strain curve. F = maximum allowable unit stress from table above. P = axial load (concentric), pounds. A = area of column cross section, square inches. IT = 3.1416, constant.
= =
Stresses described above as maximum allowable are contingent upon the ability of webs and flanges to resist these stresses without buckling. (c) For compression in the plane of any flat plate used as an element in the section the ability to resist buckling shall be checked and determined by substituting the following equivalent slenderness ratios in the formula applicable to the entire column: For outstanding flanges: (Flat plates supported along one edge in the direction of stress) Llr 5.0 bit.
=
S-034
Association of American Railroads Manual of Standards and Recommended Practices For other than outstanding flanges: (Flat plates supported along both edges in the direction of stress) Ll4 = 1.8 blt. b t
= =
flat width at right angle to direction of stress, inches. thickness, inches.
The constants 5.0 and 1.8 in the above expression for the equivalent Llr give a nominal safety factor of 2.0 on reasonably restrained edge condition. Constants between these may be selected depending upon the shape of the member and connections used. (d) Where metals other than mild rolled open-hearth steel are used, the car structure must be at least equal in strength to the stated specification requirements. The maximum allowable stresses shall bear the same relation to the stresses tabulated in this Section, as the yield strength of the metal used has to the yield strength of mild open-hearth steel, which for this comparison shall be taken as 32,000 pounds per square inch, but in no case, except bearing, shall the maximum allowable stress exceed 40% of the minimum tensile strength of such material. Cast metals shall be compared on same basis as structural metals; but the allowable tensile stress shall be limited to 80% of that allowable for rolled materials. (e) Where minimum section meduli or thickness are specified they shall be adjusted in proportion to the ratio of the yield strength of the metal used, to that mild open-hearth steel.
(0Where yield and shear loads are specified the size of members shall be based on the yield or ultimate shear strength of the materials employed.
SECTION 21-SUBFLOOR The entire car shall have metal subfloor, flat or corrugated. SECTION 22- INSULATION Insulation used must be such that it will not support combustion, will not absorb moisture beyond its own weight, and when wet will not cause corrosion. SECTION 23-VESTIBULE DOORS
Vestibule doors, exterior and interior, must be of sliding or other types which do not open inwardly or outwardly and can be operated in emergency from inside of car. SECTION 24-EMERGENCY SASH UNITS
Emergency escape sash, minimum of four per car and 18" x 24" minimum size, to be provided in each car at readily accessible locations, designed so that sash cannot be dislodged except by manual operation. SECTION 25- WRECKING TOOLS Wrecking tool cabinet, one per car, to be located in a conspicuous place in the main body of the car and to be easily accessible, avoiding location behind doors, etc. Cabinet to have W thick glass in door and to be equipped with one (1) six pound sledge and one (1) four and one quarter pound axe.
SECTION 26-EMERGENCY
LIGHTING
Emergency lighting must be provided in vestibules and throughout aisles and passageways, of sufficient number and wattage to adequately illuminate car interior for safe exit. Emergency lighting to consist of an auxiliary light housed in standard lighting fixtures or in supplementary fixture and is to come on automatically if the main power fails. Power source for emergency lighting to be car or other batteries.
(Former Sect~on C) s-035
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER EQUIPMENT DIAGRAM UNRESTRICTED FOR INTERCHANGE SERVICE Standard
S-035-53
Adopted, 1952; Revised, 1953
Association of American Railroads Manual of Standards and Recommended Practices CONTOUR FOR NEW PASSENGER CARS Standard
S-043
(Former Sect~on C)
5-043
Adopted, 1940; Revised, 1946
(Former Sect~on C)
RP.fl7A
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices SPECIFICATIONS FOR T H E CONSTRUCTION O F NEW EXPRESS AND BAGGAGE CARS USED IN MESSENGER AND BAGGAGEMAN SERVICE Recommended Practice Adopted, 1948
CONSTRUCTION
1. General-(a) To be constructed in accordance with the latest issue of A.A.R. Specifications for the Construction of New Passenger Equipment Cars.
(b) Floor plan shall generally follow the arrangement shown in the diagram "Floor Plan for New Express Car used in Messenger Service7' dated June 25, 1948 (revised) attached to, and forming a part of these specifications.
2. Floors-(a) Top floor shall consist of 2 in. wide slats, spaced 1 in. apart, running lengthwise of car except for a solid center aisle approximately 2 ft. wide extending full length of car. A transverse solid aisle full width of doorway shall extend from center aisle to each side door opening. Floor at desk, lavatory and locker to be of solid construction. Top surface of floor to be level throughout.
(b) Adequate drain holes to be spaced throughout the area of the slats to provide for drainage of water and other liquids.
3. Painting-(a)
Exterior. Railroad Standard.
(b) Interior. The interior of the car and equipment therein to be appropriately painted. The ceiling and hangers and braces for safety rods to be painted with high gloss white paint. Safety and hand rods to be of a contrasting color.
4. Doors-(a) Side doors shall be sliding type with upper panels glazed with clear polished wire glass or safety glass-minimum thickness Y4 in. One pane of glass for emergency exit in each side door to have minimum dimension of 18 in.
Two door openings on each side of car, one minimum 8 ft. and the other minimum of 6 ft. clear opening. Doors and doorways to be weather-stripped. Locking attachments, adjustable hangers and bottom tracks to be designed so that the doors can be satisfactorily opened and closed, and to provide for anchoring when partially and fully opened. (b) End doors shall be preferably hinged type with 2 ft. 2 in. minimum opening, equipped with adequate hardware for locking, etc. Doors and doorways to be weather-stripped. If hinged end doors are used, permanent stanchions will be applied to protect door opening.
5. Safety Rod-(a) Safety rod shall be provided full length of car, located on center line, approximately 7 ft. from floor, with minimum of 8 lateral extensions (4 per side) to side of car, located one a t center of each side doorway and two a t each end section of car.
(b) Hand rods to be placed immediately above side doorways full width of opening. 6. Stanchions-Stanchions (where used) shall be constructed to 1% in. metal pipe and hinged to ceiling with flush sockets in floor. Minimum number as shown on floor plan. Note.-See paragraph 4-B covering permanent stanchions for protection of end doors.
7. End Diaphragm-Diaphragm
enclosures and footplates shall be applied at each end of car.
8. Heating and Ventilating Equipment-Adequate heating radiation shall be provided. Heating equipment shall be properly protected. All valves shall be located so as to be readily accessible. Provision shall be made for heating the door track at bottom of side doors. Roof ventilators shall be provided. 9. Lighting-Center lights shall be spaced on not more than 12 ft. centers. Center lights shall be of not less than 60-watts capacity. Additional lights, one over centerline of each side door, one at desk above letter case, and one each in toilet and wardrobe shall be provided. Switch locker shall be accessible from the toilet.
10. Safes-Stationary safe, where used, shall be located under desk. Metal frame or brace to anchor portable safe, where used, shall be adjustable to fit safes of various sizes, and hinged to wall for folding when not in use.
11. Tools, etc.-Emergency tools, stretcher (where used), fist-aid kit and fire extinguisher shall be located where readily accessible. 12. Signal and Brake Valves and Cords--Minimum requirements, one signal valve handle or cord shall be located near the door at the desk and one emergency valve handle or cord located at least 6 ft. from the signal valve handle or cord, preferably on the opposite side of the car near door opening. 13. Facilities-The
(a) Toilet
(1) Lavatory-Square or corner type with bowl size not less than 10 in. in diameter if round or equivalent area if oblong. Not less than 5 in. deep with not less than 1/4 in. splash rim at front and side of bowl. Separate hot and cold running water. Waste pipe 1Y2 in. diameter minimum. Where necessary, hot pipes shall be covered to afford protection to messenger and train baggagemen.
following facilities shall be provided:
(2) Mirror, size 12 in. x 15 in. with light, located above lavatory.
(3) Hopper-flush type with open end seat and cover. with shelf, coat hooks, light located on level with shelf, with door (b) Wardrobe-Equipped operated switch. (c) Desk-Suitable
desk and letter racks.
(d) Drinking water container with separate sections for water and ice and faucet in alcove facing center of car. Each section shall have proper drainage. Container and appurtenances shall meet U.S. Public Health Service requirements.
Association of American Railroads Manual of Standards and Recommended Practices FLOOR PLAN FOR NEW EXPRESS CAR USED IN MESSENGER SERVICE Revised, June 25, 1948
Association of American Railroads Manual of Standards and Recommended Practices DIMENSIONS FOR COACH SEATS Recommended Practice RP-026 Adopted, 1945
(Former Sect~on C) RP-026
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER CAR FLOOR PLAN Recommended Practices
RP-027
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER CAR FLOOR PLAN (Continued) Recommended Practices
RP-027
RP-027
RP-027
RP-027
RP-027
Association of American Railroads Manual of Standards and Recommended Practices POSTAL CAR SPECIFICATIONS AND FLOOR PLANS Recommended Practice
(Former UP-035 Sect~on C)
Adopted, 1915; Corrected, 1967

Owing to the bulk of these specifications and the large number of illustrations they are omitted from this manual. Copies of these specifications and plans may be had upon application to the Bureau of Transportation, Post Office Department, Washington, D.C. 20260.
(Former Sect~onEi S-029
Association of American Railroads Manual of Standards and Recommended Practices BRAKE LEVERS, RODS, CONNECTIONS AND PINS FOR CONVENTIONAL PASSENGER EQUIPMENT CARS FOUNDATION BRAKE GEAR Adopted, 1903; Revised, 1928,1936,1946,1964 Fundamentals of Design Standard
Braking force, 90 per cent of light weight of car. Equalized pressure in brake cylinder, 60 lb. per sq. in.
Advanced to standard in 1936.
Braking force, 150 per cent of light weight of car with brake cylinder pressure equalized at 100 lb. per sq. in. Adopted, 1946. Braking force, 250 per cent of light weight of car with brake cylinder pressure equalized at 100 lb. per sq. in. when the brake equipment includes HSC speed governor control. Adopted, 1946.
Recommended Practice
Maximum pressure in brake cylinder for figuring fibre stresses, 100 lb. per sq. in. Adopted, 1928. Maximum stress in levers, 23,000 lb. per sq. in. Maximum stress in rods, except jaws, 15,000 lb. per sq. in.; no rod to be less than % in. diameter. Maximum stress in jaws, 10,000 lb. per sq. in. Maximum shear on pins, 10,000 lb. per sq. in. The above maximum stresses are based on mild open hearth steel having yield point of 32,000 lb. per sq. in. Where material is used having higher yield point than mild open hearth steel, the allowable stresses shown above can be increased in the same ratio that the yield point of the steel used bears to 33,000 lb. per sq. in. used in the above stresses. Diameter of pins to provide a bearing value not to exceed 23,000 lb. per sq. in., regardless of material used. The reduction of stresses in rods, levers and jaws due to friction of the foundation brake, and the reduction of braking force due to the same cause and to the action of release springs should be neglected, because it is considered to be too difficult to determine their value even with a fair degree of accuracy. The location of fulcrum hole in the cylinder lever should be made to vary by quarters of the inch to suit the weight of the cars, but only one fulcrum hole should be drilled in each lever. Total brake leverage ratio for passenger cars having 6 wheel trucks shall not exceed 8 to 1 and 9 to 1, respectively, with single shoe and clasp type of truck brake gear. Adopted, 1928.
Association of American Railroads Manual of Standards and Recommended Practices SPECIFICATIONS FOR HAND BRAKES ON NEW, NON-ARTICULATED PASSENGER TRAIN CARS Recommended Practice Adopted, 1937
(Former RP-023 Section E)
1. An efficient hand brake, so located that it can be safely operated while car is in motion, shall be provided on each passenger car.
2. Each hand brake shall operate in harmony with the power brake and the design shall be such that with a force of 125 lbs. at the rim of the hand brake wheel or 3" from the outer end of handbrake lever, a force will be applied to the truck brake gear with sufficient effective power to stop and hold the car and provide a total effective brake shoe pressure against the wheels of not less than 25% of the total weight of the car on rail when the car is fully equipped and loaded to nominal capacity. (Nominal capacity for mail, baggage, milk, express and similar load carrying cars shall be their specified load capacity as usually stenciled in or on the car; the nominal capacity for passenger carrying cars shall be based on their seating capacity at approximately 150 lbs. per person, and for combination cars shall be the proper combination in accordance with their arrangement.)
3. When brake piston is in fully released position, there shall be no excess slack in the hand brake chain or other connections and provisions shall be made in the design for winding chain uniformly on drum without overlapping.
4. Hand brake wheel to be designed so as to prevent trainmen from reaching through between spokes to operate ratchet lever. Openings to be of sufficient depth, preferably 3% in. and not to exceed 4 in. to provide grip on rim with gloved hand.
5. Hand brake lever, when applied to outside face of end of car shall operate in a vertical plane and parallel to end of car.
6. Clearance around rim of hand brake wheel or hand grip portion of lever in all positions shall be not less than 4% in.
7. The angle of contact between ratchet pawls and their teeth must be such that the pawl cannot slip when a pull is exerted in the direction of operation and must be anchored to their supports so as to hold brake applied to any degree.
8. Ratchet operating lever, where used, is to be arranged to travel in vertical plane and to throw to left facing hand brake when in applied position and to the right for release. Operating lever should preferably be horizontal but in all cases within 45 degrees of horizontal when in applied position. Movement of lever to be limited insofar as practicable, but when in release position, should be sufficiently off vertical center to automatically release the pawl from ratchet wheel when the brake wheel or hand brake lever is moved in direction of application sufficiently to release the pawl of entire load. Positive connection is to be provided between the operating lever and pawl so that the pawl may be forced to application position by hand when necessary. 9. Foot operated brake pawl must be so designed and located as to provide positive operation without interference under all conditions.
10. Hand brake wheel or hand brake lever and drum or brake shaft shall be arranged so that both will revolve when applying and gradually releasing the hand brake.

11. Where quick release feature is used it shall be arranged to operate so that the hand brake wheel will not revolve in counter-clockwise direction or hand brake lever will not move when brake is released by this means.
12. Any efficient means for changing direction of pull may be used. Sheave wheels, where used, must be not less than 4 in. diameter, preferably 6 in.
Association of American Railroads Manual of Standards and Recommended Practices INSPECTION AND MAINTENANCE OF PASSENGER CAR HAND BRAKES Recommended Practice Adopted, 1937
(Former Sect~onE) RP-024
1. When the hand brake is applied tightly, all brake shoes must be brought into solid contact with the car wheels. Hand brakes which when in proper operating condition otherwise do not have sufficient effective power to provide for this must have such corrections made as are necessary to meet this provision. 2. Hand brake wheel or lever, when fitted directly to brake staff or operating shaft, must be tightly secured so that both will rotate in unison when moved in the direction of brake application.
3. Gears used in transmitting power from an operating shaft to brake staff, winding drum or similar arrangement, must be securely fitted and be maintained to mesh properly together to avoid slipping.
4. Hand brake wheel or lever connected to brake staff or operating shaft with a ratchet arrangement must be maintained so that this ratchet (distinguished from hand brake ratchet), operates freely and its pawl is snapped snugly into the ratchet teeth by a suitable arrangement. The angle of contact between the ratchet pawl and teeth must always be maintained so that the pawl will not slip when a pull is exerted in the direction of brake application.
5 . Hand brake pawls and ratchets must be maintained so as to safety and securely engage when the brake is applied, and must be anchored to brake staff, drum or support so as to hold the brake applied to any degree and they must be maintained in proper position and operate freely.
6. The brake staff together with its brackets, bearings and housings, must be maintained securely in position to avoid lost motion, misalignment and undue friction. Where brake staff bearings are subject to accumulation of dirt or other foreign matter or where staff passes through end sills or other parts of car structure, the openings must be large enough to be self-cleaning or readily cleaned.
7. Hand brake chain slack shall be sufficient and not materially in excess of the amount required to provide for properly connecting the hand brake rigging when all parts are in their full release position. Hand brake chain hangers, or carriers must provide clearance or bearing surface to prevent chains fouling and developing undue resistance to movement. Where carriers or supports are such that accumulations of dirt or other foreign matter contribute to such resistance, they must be cleaned with sufficient frequency to provide for their free and unrestricted movement.
8. Brake rods, levers, cables, or connections, must be free from binding or fouling and move freely in their supports, carriers or hangers; they must be securely attached to brake levers or chains, and freedom of movement provided. 9. Cotter or split keys, bolts, pins, or other means of securing hand brake parts in place, must be maintained in proper condition to provide for the safe and suitable operation of the hand brake.
10. Bell cranks and sheave wheels must be securely anchored in position, move freely in bearings or supports, and provide for free movement of hand brake chains, rods or levers without binding or fouling throughout their movement.
(Former Sect~onE)
RP-019
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER CAR AIR BRAKES, GENERAL ARRANGEMENT AND DETAILS Recommended Practice
Revised, 1935, 1936, 1937, 1938,1944, 1964 WATER RAISING SYSTEM Air Supply for Passenger Equipment Cars, Adopted, 1918. To be taken from the following points for different types of brakes, namely: (C) Schedule UC-From emergency reservoir. emergency reservoir.
(E) Schedule D-22--From supply reservoir.

(F) Schedule AB-l-B-From (J) Schedule 26-C-From supply reservoir.
Where a cutout cock is used in the brake system for cutting out the supplementary or emergency reservoir, the air connection for the water raising system should be made between the reservoir cutout cock and the triple or control valve. Brake pipe and fittings on all passenger equipment cars built new on and after January 1, 1952, must be 1Y4 in. size, extra heavy wrought iron. Where nipples are used at end of car it must be 1Y4 in. size standard weight pipe. Brake pipe branch pipe shall be 1 in. size, extra heavy wrought iron pipe. Adopted, 1950; Corrected, 1951. Note-It is recommended that when cars built prior to January 1, 1952, receive general repairs they should be equipped with brake pipe conforming to the above requirements, except cars equipped with equivalent size copper or steel tubing. (cf: Passenger Car Rule 2.)
Association of American Railroads Manual of Standards and Recommended Practices INSTRUCTIONS GOVERNING THE OPERATION OF PASSENGER CARS IN FREIGHT TRAINS Recommended Practice
(Former Sect~onEl RP 022
Adopted, 1935
(1) Passenger cars having graduated release feature must have this feature cut out for movement in freight trains. (2) Piston travel should be not less than 7 in., preferably 8 in.
(3) That the time and labor involved in disconnecting the emergency reservoir and plugging the connections, or removing the protection valve spring from U. C. equipment in cars to be handled in freight service and recoupling them upon return of the car to passenger service is not justified by service performance.
(4) The water raising system on a passenger car when handled in freight service should be cut out when conditions permit, and cut out cock is available in water system supply pipe.
(Former Section E) S-030
Association of American Railroads Manual of Standards and Recommended Practices RETAINING VALVE FOR PASSENGER SERVICE Standard Adopted, 1935; Revised, 1950,1953
6
0
.'" e, > ,f C
5s c .N 3
I
C QV
'0
3 E .u,
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ZE 8
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Association of American Railroads Manual of Standards and Recommended Practices STEAM AND AIR CONNECTIONS FOR PASSENGER CARS Standard
(Former S-03 Sect~on 1 E)
Steam heat train line pipe shall be 2 in. IPS. Adopted, 1912; Revised, 1961. End valve shall have not less than 2 in. IPS opening. Adopted, 1912; Revised, 1961.
RECOMMENDED PRACTICE
The steam heat, air brake and air signal connection should be located as shown on RR025. Adopted, 1903. Revised 1931; 1961. Air brake hose must be 1% in. inside diameter and 22 in. long. Adopted, 1911. Air signal hose must be 1 in. inside diameter and 22 in. long. Adopted, 1903; Revised, 1911. Angle cock should be 30 degrees from the vertical. Adopted, 1911. Air signal elbow should be 30 degrees from the vertical. Adopted, 1916. Specifications for steam and air line connections. Adopted, 1903. Revised 1931; 1961. End valves shall be for 2% in. steam train line, with opening for 2% in. IPS; flexible metallic steam heat connections (preferably insulated) shall have effective interior diameter throughout of not less than the equivalent of 2% in. extra heavy pipe, and shall be equipped with 2% in. coupler heads and gaskets, gaskets to be so constructed that the normal diameter of openings will always be maintained; steam train line shall be not less than 2% in. extra heavy pipe; inlet valves to have reduced openings which should be as small as possible and maintain the volume of steam required by the radiating pipes for the severest weather conditions. Adopted, 1928; Revised, 1961. (a) All steam hose coupler head gaskets must have a seat contour in accordance with the radius of the gasket seat in the coupler head as shown on Standard S-032. (b) All new coupler heads shall be designed so that the gasket locking spring now in use will hold the gasket in place securely. (c) All new gaskets shall be provided with a locking spring that will hold the gaskets in place securely when placed in coupler heads now in service, or any new coupler heads. (d) All new coupler heads and their locking devices must be so designed as to lock securely with each other and with coupler heads now in use.
Association of American Railroads Manual of Standards and Recommended Practices STEAM AND AIR CONNECTIONS, LOCATION OF, FOR PASSENGER CARS EQUIPPED WITH TYPES "D" OR "E" COUPLERS Recommended Practice RP-025 Adopted, 1903; Revised, 1931; Title Corrected, 1947
Association of American Railroads Manual of Standards and Recommended Practices STEAM CONNECTIONS FOR PASSENGER CARS Standard Adopted, 1951
(Former Sect~onE)
S-032
Association of American Railroads Manual of Standards and Recommended Practices STEAM HEAT CONNECTOR CHAIN FOR PASSENGER CARS Recommended Practice Adopted, 1956; Revised, 1961, 1965, 1967
Association of American Railroads Manual of Standards and Recommended Practices STEAM AND AIR CONNECTIONS, LOCATION OF, FOR PASSENGER CARS EQUIPPED WITH A.A.R. LONG SHANK TIGHT LOCK OR SIMILAR LONG SHANK TYPE COUPLERS Standard Adopted as Recommended Practice, 1946 Revised and Advanced To Standard, 1953 S-033
(Former Section E) S-033
(Former Sect~on E) RP-020
Association of American Railroads Manual of Standards and Recommended Practices LOCATION OF CONDUCTOR'S AND CAR DISCHARGE VALVES AND CORDS ON PASSENGER TRAIN CARS, EXCLUDING HEAD END CARS SUCH AS BAGGAGE, EXPRESS, POSTAL, COMBINATION BAGGAGE-POSTAL, COMBINATION BAGGAGE -EXPRESS, ETC., AND CARS USED EXCLUSIVELY IN SUBURBAN SERVICE
To apply to installations on future new cars and on existing cars as cars are shopped for scheduled repairs. Recommended Practice Adopted, 1945; Corrected, 1949
1. Remove conductor's and car discharge valve cords from body of passenger train cars, excluding such cars as listed above.
2. Cars from which the conductor's and car discharge valve cords have been removed from the body to be equipped with one conductor's and one car discharge valve at one end of the car. On cars on which there is no attendant regularly assigned it is desirable to have a conductor's and a car discharge valve at each end of car so the valve can be readily operated without the necessity of the trainmen having to travel the length of the car. This application of the second valve to be optional with the individual railroad. 3. The conductor's valve to be suitably located at the end of the car in locker, toilet or on partition depending upon the construction or arrangement of the car, but so placed that the valve handle can be operated from inside passageway of car. Car discharge valve on vestibule cars should be located in vestibule on end post or other suitable location and provided with cord to permit operation of valve from either vestibule or inside of car near end door. Car discharge valves on cars not equipped with vestibules should be located on end door post, telescoping plate or other suitable location outside of car and should be provided with cord extending into car near end door to permit operation from inside of car.
4. A shield or cover over the handle of the conductor's valve has been found desirable by a number of railroads, and the use of same over the valve handle greatly minimizes malicious tampering.
5. Application of conductor's and car discharge valves on observation car platform to be in accordance with RP-021 of the Manual of Standards and Recommended Practices.
Association of American Railroads Manual of Standards and Recommended Practices LOCATION OF CONDUCTOR'S VALVE AND CAR DISCHARGE VALVE CORDS OR ATTACHMENTS ON CARS HAVING OBSERVATION PLATFORMS Recommended Practice
(Former Sect~on E)
RP-021

Remove from the observation platform of all private or business cars, parlor cars and other cars having observation platforms, the conductor's valve and car discharge valve located over the window under the hood, and also cords or other attachments accessible from the observation platform attached to such valves inside the car. Locate the conductor's valve and car discharge valve on the rear platform railing as shown in Figure 1, the latter to be so located that the operating lever may be reached from the ground or from the platform. Attach to the branch pipe leading to the conductor's valve a suitable branch pipe equipped with operating valve and signal whistle, the conductor's valve to consist of a branch pipe from the main brake pipe reaching close to the top of the railing with a suitable stop cock for opening and closing same. On cars equipped with sliding coupler carriers, the connection to the brake pipe and signal pipe should be made far enough forward so that the branch pipe connects to a rigid section of the brake pipe and signal pipe.
Association of American Railroads Manual of Standards and Recommended Practices RECORD CARD FOR AIR BRAKE CLEANING DATES OF HSC BRAKE EQUIPMENT ON HIGH SPEED LIGHT WEIGHT PASSENGER CARS Recommended Practice
(Former Sectlon E) RP-018
Adopted, 1943.
The use of a record card approximately 4 inches by 8 inches, of form indicated below, mounted under glass in a suitable container made of #20 gage galvanized steel, in lieu of stenciling each item, is permissible. This record card should be located on the inside of the vestibule adjacent to the retaining valve handle, except on cars having blind ends in which case it should be placed inside the car. CAR NO. OR NAME
Type
Service Portion Emergency Portion D-22-Double Check Valve Relay Valve Type Relay Valve Type Relay Magnet Valves Brake Magnet Bracket K-3-Switch Speed Governor Generator Brake Cylinders Slack Adjusters
Date Applied
R.R.
Date Applied
R.R.
Date Applied
R.R.
For Remarks Use Reverse Side
(Former Sectlon S) S-017
GAGES FOR CHECKING THE LIMIT OF WEAR AND CONDEMNING FROM SERVICE THE OPERATING PARTS OF "UC" PASSENGER BRAKE CONTROL VALVES Standard
Adopted, 1934 INSTRUCTIONS FOR USE OF CONDEMNING GAGES FOR UNIVERSAL CONTROL VALVES Diameter of Equalizing Piston Caliper Gage-Piece No. 94410
If piston diameter is worn sufficiently that the calipers can be passed over it, the piston should be renewed.
Diameter of Graduated Release Pistons Caliper Gage-Piece
No. 94357
If piston diameter is worn sufficiently that the calipers can be passed over it the piston should be renewed.
Diameter of Release Pistons-Duplex
Gage-Piece
No. 94404
If piston diameter is worn sufficiently that the calipers for the respective heads can be passed over, the assembly should be renewed.
Diameter of Charging Piston-Duplex
Caliper Gage--Piece No. 94422
If piston diameter is worn sufficiently that the calipers can be passed over either of the respective heads, the assembly should be renewed.
Height of Beaded Seat on Release Pistons Flat Gage for Checking from Beaded Seat on Each End of Piston to Adjacent Slide Valve Stop on Piston Stem-Piece No. 94403
If wear has decreased the distance from the slide valve shoulder on the stem to the outer surface of the beaded seat so the duplex gage will pass over these parts, respectively, the assembly should be renewed.
Diameter of Equalizing Piston Spider-Ring
Gage-Piece
No. 94411
If diameters of spider wings are worn sufficiently that the ring gage can be passed over it, the piston should be renewed.
Over All Height and Stop Height of Graduated Release Piston Flat Gage-Piece
No. 94424
If over all length of piston and stop is such that gage will pass over it, piston should be renewed. With long section of notched edge of gage placed on top of piston stop, move gage across surface of piston stop until notched edge contacts with beaded seat on piston sleeve. If minimum notch does not move over beaded seat, or if maximum notch does pass over seat, piston should be renewed.
Diameter of Charging Valve Bushing, Small and Large End Duplex Pin Gage--Piece No. 94423
If the bore of either the large or small ends of charging valve bushing is worn large enough to allow respective end of pin gage to enter at any point, the bushing should be renewed.
Association of American Railroads Manual of Standards and Recommended Practices Diameter of Small Release Piston Bushing Pin Gage-Piece No. 94396
If small release piston bushing is worn large enough to allow pin to enter at any point, the bushing should be renewed.
Diameter of Graduated Release Piston Bushing-Cylinder
Gage-Piece No. 94364
Follow instructions in connection with use of gage, piece No. 94397.
Diameter of Equalizing Piston Bushing-Cylinder
Follow instructions in connection with use of cylinder gage, piece No. 94397.
Combined Wear of Equalizing Slide Valve, Graduating Valve Seat, and Graduating Valve-Flat Gage-Piece No. 96903
With graduating valve in place on top of slide valve, if either or both are worn sufficiently to allow gage to pass over the assembly, then gage, piece No. 96906 should be used to determine where the excessive wear exists.
Thickness of Equalizing Slide Valve and Graduating Valve, and Height of Graduating Valve Seat on Slide Valve-Flat Gage-Piece No. 96906
If thickness of emergency slide valve is reduced to the extent that it will enter the wide gage slot it should be renewed. If thickness of graduating valve is reduced to the extent that it will enter the narrow slot it should be renewed. With notch at edge of gage resting on graduating valve seat, on top of slide valve, the ends of gage should not touch ends of slide valve. If ends of gage come in contact with ends of slide valve, that is, if light cannot be seen between the two, slide valve should be replaced.
Gage for Checking Over All Height of Charging Valve Flat G a g e p i e c e No. 94421
If the overall height has been reduced to the point where the valve will pass through the gage, valve should be replaced.
Gage for Checking Thickness of Release Slide Valves Flat Gage-Piece
No. 94405
If thickness of release slide valve is reduced to the extent that it will enter the gage slot, it should be renewed.
Gage for Checking Depth of Angle Seat Graduated Release Piston Bushing-Piece No. 94425
With graduated release piston removed gage should be placed with angle portion of gage resting on beveled seat in bottom of graduated release piston bushing. If the gage tee contacts the gasket face of the valve body, the bushing should be renewed.
Thickness of Emergency Slide Valve and Graduating Valve and Height of Graduating Valve Seat on Slide Valve-Flat Gage-Piece No. 96907
If thickness of emergency slide valve is reduced to the extent that it will enter the wide gage slot it should be renewed. If thickness of graduating valve is reduced to the extent that it will enter the narrow slot it should be renewed. With notch at edge of gage resting on graduating valve seat, on top of slide valve, the ends of gage should not touch ends of slide valve. If ends of gage come in contact with ends of side valve, that is, if light cannot be seen between the two, slide valve should be replaced.
Association of American Railroads Manual of Standards and Recommended Practices Diameter of Quick Action Piston Stem-Caliper Gage-Piece No. 94415
If wear has reduced stem diameter at any of the four finished arcs sufficiently to allow caliper to pass over either pair, the piston should be renewed.
Bore of Protection Valve Bushing-Pin
If bushing is worn sufficiently to allow gage to enter at any point, the bushing should be renewed.
Emergency Piston Stop-Flat
Gage-Piece
No. 94427-Go
and No-Go
This gage has a maximum side and a minimum side separated by the notch, and marked "Go" and "No-Go." If the emergency piston stop extends above the gasket face on body, when assembled, far enough to prevent the "go" side of gage passing freely across the face, that is, if the "go" side does not clear the stem and allow the two legs to rest flat on the gasket face of body, or, if the stop does not extend above the gasket face far enough to prevent the "no-go" side of gage from passing freely across the face, that is, if the "No-Go" side does not prevent the two gage legs from setting flat on the gasket face, the assembled cap is not suitable for service.
Combined Wear Emergency Slide Valve, Graduating Valve and Bushing Adjustable Gage-Piece No. 94426
With piston and slide valve removed from bushing loosen lock nut, and compress side member of gage fully and enter gage in bushing so flat side will rest on slide valve seat, then allow spring to force side member against top of bushing. Lock the side member in this position by tightening knurled nut, then remove gage from bushing. Next place the assembled slide valve and graduating valve between the members of the gage, using as a caliper. If the slide valve and graduating valve will pass between the two members of the gage, the combination of slide valve, graduating valve, and height of seat are not satisfactory for service. If a new slide valve or graduating valve or both will not restore a height which will not pass between members of the gage, the bushing should be renewed.
Diameter of Protection Valve-Caliper
Gage--Piece No. 94419
If the diameter of the protection valve is worn to the extent that the caliper passes over at any point the valve should be renewed.
Diameter of Cut-Off Valve-Caliper
Gage-Piece
No. 94402
If the cut-off valve is worn to the extent that the caliper passes over the diameter at any point the cut-off valve should be renewed.
Diameter of Emergency Piston-Caliper
Gage-Piece
No. 94406
If piston diameter is worn sufficiently that the caliper can be passed over it, the piston should be renewed.
Height of Beaded Seat-Quick
Action Valve Case-Gage
Piece No. 94416
With quick action valve removed place end of gage on beaded seat in quick action valve case. Tee portion of gage should not come in contact with end of bushing. If the tee portion of gage does contact with end of bushing, that is, if light cannot be seen under both ends of tee, bushing should be renewed.
Association of American Railroads Manual of Standards and Recommended Practices Depth of Intercepting Valve Bushing Seat-Flat Gage Piece No. 96904
With end of gage resting on intercepting valve seat, the tee portion of gage should not contact end of bushing. If tee portion of gage is in contact with end of bushing the bushing should be renewed.
Diameter of Emergency Piston Bushing and Large Release Piston Bushing-Cylinder Gage-Piece No. 94397
The gage should be inserted by holding at the ribs, and inserting with a rotating motion. The square dial should be turned so the Figure 1 is nearest outside circumference of the gage. After the gage is inserted, the dial should be rotated clockwise with the finger until it comes in contact with the cylinder wall. If mark "COND" clears cylinder, the cylinder bushing must be renewed. This gage also identifies proper size ring to be used when necessary to apply new ring as follows: If mark 2 does not clear cylinder, No. 1 ring is required. If mark 2 clears and 3 does not clear, No. 2 ring is required. If mark 3 clears and 4 does not clear cylinder, No. 3 ring is required. If mark 4 clears and "Cond" does not clear cylinder, No. 4 ring is required. If gage will not enter cylinder use No. 1 ring.
Depth of High Pressure Valve Seat-Flat
With high pressure valve removed, and bottom face of gage resting, on valve seat, tee portion of gage should not be in contact with gasket face on body. If tee portion is in contact with body, bushing should be renewed.
Bore of Guide Bushings-Quick
Action Valve Case-Plug
Gage Piece No. 94417
If bore of guide bushing is worn so that gage will enter, bushing should be renewed.
Diameter of Quick Action Valve Bushing-Pin
If the diameter of bushing is worn sufficiently to allow the pin gage to be entered at any point, the bushing should be renewed.
Diameter of Emergency Piston Spider-Caliper Gage-Piece No. 94407
If spider diameter has been reduced sufficiently to permit the caliper to pass over at any point on its largest dimension, the piston should be renewed.
s-o17
Association of American Railroads Manual of Standards and Recommended Practices MASTER GAGES FOR CHECKING TIGHTLOCK COUPLER MAINTENANCE GAGES Standard Adopted, 1950; Corrected, 1952, Revised 1959
(Former S-018 Sect~onS)
SEAT GAGE. ON A U SURFACES POSSILE CLEARANCE AT ANY OPEN SURFACE NEW"GAGE-YAK .002' WORN LIMIT- YAK .06'
4'"
Figure 1 A-111-47
s-o 18
Figure 2 A-111-48
SURFACE 1 OR 2 -CWT&C?lHO
W T E R FOR WE
OAQQ: EK). WK)Q
I7
- //
Figure 3
i---3*-----/
Figure 4
Association of American Railroads Manual of Standards and Recommended Practices MASTER GAGES FOR CHECKING TIGHTLOCK COUPLER RECLAMATION GAGES Standard Adopted, 1950, Revised 1952
Figure 1
A-111-50
Figure 2
A-111-51
CLLARAMCL AT -ACES I MEW @AGE: WAX. .004.
-t
MASTER
RW) CtUlNG GAG NQ 3401-4
Figure 3
A-111-52
Figure 4 A-111-53
Figure 5
S-018
Figure 6
A-111-55
Figure 7
Association of American Railroads Manual of Standards and Recommended Practices SPECIFICATIONS FOR FLEXIBLE COUPLER CARRIERS FOR USE WITH AAR STANDARD H TIGHTLOCK COUPLERS Standard
Adopted, 1948
1. This specification covers the design fundamentals for coupler carriers for use with the AAR Standard H Tightlock Coupler on passenger equipment cars.
2. The strength of the carrier shall be in accordance with the AAR Standard "SPECIFICATIONS FOR THE CONSTRUCTION OF NEW PASSENGER EQUIPMENT CARS," as shown in Section C of the Manual. In addition it shall be able to resist a lateral pressure to 100,000 lbs. from the coupler shank without exceeding the yield point of the materials used. This lateral load is to be applied separately from the vertical load. 3. (a) The width of the carrier opening shall be sufficient to allow the coupler to swing laterally 13 inches to either side of center, measured at the coupling line, when using the Standard H Tightlock Coupler length of 4 ft. 8 inches measured from coupling line to center of shank pivot pin. This width of carrier opening is sufficient to permit passage of the car around a 250 foot radius curve and tangent or a No. 6 cross-over. Unless otherwise specified, the maximum coupler swing should be determined by allowing 13% degrees angular displacement of the coupler either side of the car center line. This 13% degree displacement includes an allowance of 2 degrees for lateral motion in the truck and journal boxes. With the Standard H Tightlock Coupler length of 4 ft. 8 in. from coupling line to shank pin, applied to passenger equipment cars of average length this lateral displacement amounts to 13 inches to each side of center, measured at the coupling line. (b) The vertical dimension of the carrier opening shall be sufficient to allow a tightlock coupler of standard length to move 3 inches above and 3 inches below the horizontal position, measured at the coupling line. For coupler lengths other than standard, the allowable movement above and below the horizontal shall be not less than 1% inches plus '/s4 inch for each inch of coupler length measured from the coupling line to the horizontal pin center.
4. The spring supported carrier shall be so arranged, and springs shall be of such capacity, as to support the coupler level in any position on the carrier. Springs shall be so designed, and manufactured of such material that in service they will not take a permanent set sufficient to allow the coupler to droop below a level position.
5. (a) The supporting capacity of the springs, with the coupler level, shall be at least 10 per cent in excess of that required to support the coupler in any position on the carrier. The springs shall be applied under initial compression in order to prevent free bouncing of the tightlock coupler.
(b) Means shall be provided for adjusting the coupler support so that the coupler can be maintained in a level position.
s-028
Association of American Railroads Manual of Standards and Recommended Practices 6. (a) The carrier assembly shall permit location of steam and air connections without interference in all positions of vertical and lateral coupler angling. (b) Clearances shall be provided to permit vertical and horizontal coupler movement as covered in Section 3 and, in addition, allowance made for 2% inches pull and z5/a inches buff movements without interference with train line lugs on coupler, train line supports, train line valves, etc. (c) I t is recommended that the wearing surface of the flexible carrier on which the coupler shank bears be not less than 3 inches wide, and long enough to cover the full width of the coupler shank in the maximum angled position.
Association of American Railroads Manual of Standards and Recommended Practices CONTROLLED SLACK COUPLER AND PARTS Alternate Standard S-023 Adopted, 1955; Revised, 1960; Corrected, 1966,1972
(Former Section C) S-023
Association of American Railroads Manual of Standards and Recommended Practices CONTOUR OF CONTROLLED SLACK COUPLER S-024 Alternate Standard Adopted, 1955
A-111-60
Association of American Railroads Manual of Standards and Recommended Practices CONTROLLED SLACK COUPLER YOKE AND PARTS, FOR PASSENGER EQUIPMENT CARS Alternate Standard Adopted, 1955; Revised, 1960,1969
YOKE
CAT NO. C-Y5t-W
STD. NUT 8 LOCK

MILL
FOR^ BOLT
PIN RETAINER BOLT U T NB Y S 3
CONNECTING P I N CAT MQ Y s 2
COUPLER OLARIWC BLOCK CAT mt rsi-nr-s
W U S T IN0 WEDGE CAT WQ YSS-HT-3
W U S T l W G SCREW CAT YM
ma
RETAINER SPRING U f mL.Y60
FQLLOWER b L A R W G OLOCU CAT MQ YW-HT-s
AOJUSTINO SCREW LOCn CAT xs7
mr
(Former Sect~on C)
s-027
Association of American Railroads Manual of Standards and Recommended Practices CONTROLLED SLACK COUPLER YOKE, FOR PASSENGER EQUIPMENT CARS S-027 Alternate Standard For Twin Draft Gear Adopted, 1959; Revised, 1960,1969
AAR SPEC. M-207, M - 2 0 5 DESIGN TESTS MATERIAL: HIGH TENSILE STEEL.
Association of American Railroads Manual of Standards and Recommended Practices UNCOUPLING RIGGING FOR TYPE "E" PASSENGER COUPLERS Recommended Practice Adopted, 1931; Revised, 1935, 1938, 1964
(Former Section C)
RP-014
TYPE NO./- FOR USE WHEN S TANDARD~F*COUPL ERS REPLACE TYPE 'D*COUPLERS AND EXIS TING OPERATING RODS ARE USED. /SEE 1931 MECHANICAL DIVISION PROCEEDINGS,
PAGE 4 0 2 )
TYPE NO.2- FORUSE WHENSTANDARD*E"COUPLERSARE APPLIED TO NEW CARS OR WHEN STANDARD~COUPLERS AND NEW OPERATING RODS ARE APPLIED TO EXISTING CARS. I S E 1931 MECHANICAL DlVlSlON PROCEEDINGS, &GE 4 0 2 )
COTTER
FIG A FORGED STEEL ROTARY LOCK LIFTER BAIL
- TYPE NO 2
FOR USE ON CARS ARRANGED FOROPERATION OF COUPLER FROMOM S/DE ONLY
FORGED STEEL ROTARY LOCK LIFTER BAIL - TYPE NO.2

FOR USE ON CARS ARRAWED FOR OKRATION OF CWPLER FROMBOTH SIDES.
OPERATING RODS WHEN USING FORGED STEEL BAILS OF E l THER DESIGN, FIG. A OR FIG. B , THE INNER ENDS OF THE OPERATING SIDE^ RODS WHICH ARE USUALL Y FORMED A S SHOWN IN FIG. C, SHOULD BE REFORMED AS SHOWN IN NG. 0.
MATERIAL: A.S.T.M. A-107, A.1.5.1.-1020. NOTE: THE ORIGINAL ROTARY LOCK LIFTER BAILS WERE OF MALLEABLE IRON CONSTRUCTION AND FOR THIS REASON DETAILED DESIGNS OFTHESE BAILS ARE NOT SHOWN.
(Former 0-78) RP-013
Association of American Railroads Manual of Standards and Recommended Practices DESIGNS FOR ELECTRIC TRACTION MOTOR AXLES SUITABLE FOR GAS-ELECTRIC AND SIMILAR TYPES OF HEAVY TRACTION RAIL MOTOR CARS Recommended Practice

The Engineering Manual for 1934, Rolling Stock Division of the American Transit Engineering Y 2 x 12 Association contains designs of axles for electric railway motors for sizes 3Y4 x 7 inches to 6 inches, inclusive. These designs have been checked by a special Sub-committee of the Mechanical Division, A. A. R. in cooperation with Rolling Stock Committee No. 1 of the American Transit Engineering Association and found suitable for gas-electric and similar types of heavy traction rail motor cars intended for use in branch line or local main line train services as distinguished from high speed motorized trains for main line service. These designs are not duplicated in this Manual.
Material
For drive axles, the use of material in accordance with the latest issue of A. A. R. Specifications M-126, Grade F, is recommended. For trailer axles of A. A. R. design, material should be in accordance with the latest issue of A. A. R. Specifications M-126, Grade F.
Association of American Railroads Manual of Standards and Recommended Practices AXLE FOR PASSENGER CARS PLAIN BEARING-RAISED WHEEL SEAT Standard
(Former D-79) S-0 12
Adopted, 1940; Revised, 1946,1955,1956,1957,1964; Corrected, 1965,1967, 1970; Revised, 1976; Corrected 1983 Effective: October 1, 1976
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER CAR AXLES Standard
Where these axles are used on new cars in passenger car service, the load rating of the individual axles should be as follows:
A.A.R. Axle Designation
Size of Journal Inches

3 Y 4x 7 4 % ~ 8 5 x 9 5% x 10 6 x 11 6% x 12
Capacity for Axles for Normal Maximum Operating Speeds of Approximately Up to and Including 85 M.P.H.
12,500 Lbs. 20,500 Lbs. 28,500 Lbs. 36,000 Lbs. 45,000 Lbs. 54,000 Lbs. 86 to 100 M.P.H. 12,000 Lbs. 19,000 Lbs. 27,000 Lbs. 34,000 Lbs. 42,500 Lbs. 51,000 Lbs.
A B C D E F
Axles shall be smooth machined between wheel seats to maximum of 250 microinches.
Association of American Railroads Manual of Standards and Recommended Practices AXLES UNDER CARS IN "BX" SERVICE Standard
(Former D-801
S-013

All new cars built after January 1, 1949, or cars converted for "BX" Service after January 1, 1949, shall be equipped with A.A.R. 1940 Standard Passenger Car Axles (8-012).
Alternate Standard Adopted, 1954; Corrected, 1963, 1968

Cars built new after January 1, 1954, or cars converted for "BX" service after January 1, 1954, may be equipped with Freight Car Axles, Roller Bearing-Raised Wheel Seat as shown, provided the load rating of the individual axles is in accordance with those shown in table below:
Capacity in Pounds of Axles Under Cars in " B Y Service Size of Journal, Inches
5 x 9 5% x 10 6 x 11 6% x 12 7 x 12
A.A.R. Axle Designation

C D
Capacity for Axles for Normal Operating Speed Ranges (Based on 72-In. Center of Gravity and 33-In. Wheels) Up to and Including 85 M.P.H.
33,500 42,000 52,500 63,000 76,000
86 to 100 M.P.H.
32,000 40,000 50,000 60,000 72,000
E
F G
(Former D-81) s-014
Association of American Railroads Manual of Standards and Recommended Practices AXLE FOR PASSENGER CARS ROLLER BEARING-RAISED WHEEL SEAT Standard
Adopted, 1944; Revised, 1946; Corrected, 1959, 1960,1962, 1964 1965,1967,1968; Revised, 1976; Corrected 1983 Effective: October 1, 1976
NOTE 1.-OTHER NOTE 2.-DEPTH NOTE 3.-FOR
AXLE DIMENSIONS TO BE SAME AS PASSENGER CAR AXLE ON S-012 OF DRILLED HOLE MUST EQUAL llh" PLUS 'N MAXIMUM.
AMTRAK INBOARD BEARING AXLE, SEE S-658 IN SECTION G.
Association of American Railroads Manual of Standards and Recommended Practices SPECIFICATION FOR MECHANICAL REFRIGERATION OF WATER COOLER UNITS Recommended Practice
A-SCOPE
A-1. These specifications cover electro-mechanical refrigeration apparatus for drinking water only, a combined unit for drinking water and bottle cooler, and a combined unit for food storage and drinking water purposes on railroad passenger train cars.
B-MATERIAL
AND WORKMANSHIP
B-1. All materials used in the construction of this apparatus must be of the best of their respective kinds for the purpose intended, and the workmanship must be of high quality in every respect.
C--DETAILS OF DESIGN
C-1. The cabinet shall be either of two basic designs, as follows: (1) One design should be not more than 20 in. wide, 18 in. deep, and 50 in. high, and include compressor condenser compartment at bottom of cabinet, pressure type water chiller and alcove faucet in front, insulated food compartment, having capacity of approximately 1.75 cubic feet below or to the side of faucet and include, when required, an electric hot plate or steam cooker mounted on or built into top of cabinet, and in such location so as to facilitate its use. (2) The second basic design should be not more than 14 in. wide, 14 in. deep and 60 in. high, less food compartment, hot plate or steam cooker, but when specified include baby bottle compartment above faucet not less than 12 in. high, 10 in. wide and 5 in. deep. Motor-driven circulating water pump mounted in compressor compartment should also be provided when specified. C-2. In either design external piping and wiring connectors should be readily accessible to facilitate removal of entire cabinet.
C-3. The cabinet shall be of welded construction, using 18-gage stainless steel for both the interior and exterior casing, and the framing members shall be rolled sections of copper-bearing steel or zinc grip steel. The unit shall be securely attached to the floor by means of four %-in. bolts, and braced to the car structure by two %-in. bolts located near the top of the unit.
C-4. The hardware shall be of best grade, chrome-plated. The food compartment or bottle cooler door latch shall be of snap action type, and the hinges shall be of the heavy duty type. Heavy tap plates shall be provided for securing hinges and latch. The compressor compartment door latch shall be of pencil-push type. C-5. The insulation for the food compartment or bottle cooler shall consist of approximately 2% in. thickness of cork board or approved equal on the floor, side walls and ceiling, and the insulation shall have good stability against settling. The outside surfaces of cork to be sealed with hydrelene, or approved equal, to keep out moisture.
(Former EM 2 & 4)
RP-n39
C-6. The door for the food compartment or bottle cooler should be on the overlapping type, constructed of 18-gage stainless steel insulated in the same manner as the side walls and shall be equipped with a rubber tubular section door seal. The compressor compartment door shall have a door switch of ample capacity to interrupt power to condenser-compressor unit when door is opened to provide safety from moving parts when unit is being serviced.
C-7. The drinking water compartment containing the water chiller and storage tank shall be insulated with approximately 2% in. of ground cork completely sealed with hydrelene, or approved equal.
C-8. The compressor compartment shall contain either an air-cooled reciprocating type Freon compressor or commercial type sealed unit. The reciprocating type compressor shall have splash type lubrication and be arranged for Veebelt drive with means for belt adjustment and be driven by a grease sealed ball bearing motor capable of continuous operation at full load under any condition without exceeding the thermal rating of the motor. These units shall have air-cooled condensers of the fin and tube type designed for rapid heat dissipation, with suitable fan for uniform air distribution over the condenser. The equipment shall be supported on suitable mountings properly arranged for quiet, rugged and continuous operation. The condensing unit for water chilling only shall have a rated capacity of not less than 1500 B.t.u. per hour at 110" F. ambient temperature, and provide a minimum of 2% gallons of water per hour cooled from 110" F. to 50" F. When food compartment or bottle cooler is specified, the condensing unit shall have a rated capacity of not less than 1500 B.t.u. per hour at 110" F. ambient temperature, and provide a minimum of 2 gallons of water per hour cooled from 110" F. to 50" F., and maintain a temperature in the food or bottle compartment of 40" F. If scaled unit is provided, sealed section shall be of heavy steel construction suitable for railroad service and be equipped with safety device to prevent any possiblity of pressure from within breaking the casing. The liquid receiver, if used, shall have ample capacity for all normal requirements. The compressor-condenser compartment shall have suitable filter having ample dust and lint holding capacity installed to filter the air to the condenser. All equipment mounted in compressor-condenser compartment must be arranged to facilitate inspection and service and permit the removal of separate parts without removing entire cabinet or other parts. C-9. The evaporator for the food compartment or bottle cooler shall be of the gravity or wrap-around type. The evaporator for the drinking water chiller shall be of the shell and tube type with copper refrigerant tubing bonded to the tank, or approved equivalent construction to insure efficient heat exchange. C-10. All copper tubing shall be Type K. C-11. Expansion valve or equivalent must be automatic type. C-12. Constant pressure water valve shall be provided when specified. C-13. Adjustable refrigerant controls must be mounted in readily accessible location and arranged to produce the conditions outlined in C-8. A high-low pressure control shall be provided. The motor and electrical controls should be protected by necessary fuses or circuit breakers as specified by the railroad. (3-14. The storage tank, when specified, shall have a capacity of approximately one gallon. If bubbler is specified precooler of approved type shall be included so that the cold waste water may be used to chill the warm inlet water and thereby increase the efficiency and capacity of the unit. Means should be provided to prevent bursting the unit in the event of freeze-up.
RP-039
C-15. The faucet shall be of the no-drip and no-splash type with easy, sturdy push-down action, and should be located in a stainless steel alcove, which shall have a drain arranged for easy cleaning. C-16. The hot plate, when specified, shall be 8 in. diameter, 1000 watt to 1200 watt, arranged for voltage as specified, and controlled by a four-position, three-heat flush heater switch. The top plate shall be of special alloy which will not warp, crack, or buckle. The elements shall be nickel-chromium alloy embedded in refractory in contact with underside of plate. A sheathed element of the ring type shall be considered as an alternate. The heating elements must withstand a potential test of 1300 volts AC for one minute. C-17. The steam cooker, when specified, shall be 8% in. diameter, 6 in. deep, equipped with an approved type ?4in. steam control valve and a 3/4 in, drain valve, both operative from the front of the cabinet. C-18. Commercial standard CS-127-45 Self-Contained Mechanically Refrigerated Drinking Water Coolers, issued by the National Bureau of Standards, shall be followed as to general terms, insofar as it is applicable. C-19. Where any requirements of this specification does not meet municipal or state requirements, such municipal or state requirements shall govern.
D-PRINTS
D-1. The bidder shall submit with his proposal full descriptive literature of his apparatus, including outline dimension drawings and schematic wiring diagrams. The successful bidder shall furnish detailed maintenance instructions together with catalog of repair parts.
E-GUARANTEE
E-1. The manufacturer shall guarantee that his condensing unit will produce a refrigeration effect as outlined in Section C-7 with a power input and voltage not to exceed that given in his proposal.
F-INSPECTION
AND TEST
F-1. The refrigeration and cooling apparatus furnished under these specifications shall be subject to inspection and test by a representative of the railroad company. Acceptance of material at the factory shall not militate against rejection of the material in the event the provisions of these specifications are not met in full by the system after installation in the car.
G-EXCEPTIONS
G-1. If bidder does not comply fully with these specifications, he must give complete details of all exceptions.
Association of American Railroads Manual of Standards and Recommended Practices RECOMMENDED PRACTICE FOR THE INSPECTION AND MAINTENANCE OF ELECTRIC WATER COOLERS
A-1. Attention to be given water cooler at completion of each trip, or at weekly intervals:
1. Observe that proper voltage is provided.
2. Check water temperature with a thermometer to determine that water temperature is between 45 and 50 degrees F. If cooler has refrigerated box compartment, in addition, box temperature should also be determined. Satisfactory temperature is 33 to 38 degrees F. Make corrections when required. 3. If above temperatures are found, indicating that cooler is operating properly, place water cooler switch in "OFF" position. 4. Brush off condenser and inside of compressor compartment to remove dirt, lint, paper, etc. 5. Observe belt condition and tension, correcting as required. Where more than one belt is used, they should be replaced in sets. This item is very important, as loose belts will cause excessive wear and may present a fire hazard and poor operation. Belts too tight may damage bearings in motor or compressor. 6. Check general condition of compressor, motor, fan, and control equipment.
7. Observe that used cup container is in place and hangers are in good repair. If used cup container is mounted near compressor compartment, it is recommended that container be covered to prevent cups and other debris from falling into compressor compartment, blocking off condenser or presenting a frre hazard.
8. Place water cooler switch to "ON" position, and observe operation of expansion valves.
9. Observe that water flow from faucet is not too great for the capacity of the cooler, and that faucet does not leak when valve is closed. 10. Observe that unit is not unnecessarily noisy. B-1. Attention to be given monthly, in addition to trip inspection:
1. Blow out with dry compressed air the condenser and compressor compartment, and clean fan blades.
2. Thoroughly clean the compressor motor, and circulating pump motor if used, and replace brushes if less than 9 4 to Yz inch long or if less than minimum length prescribed by the manufacturer. Brushes should be replaced in sets.
3. Check for grounds, using 6 watt lamp of same voltage as equipment being checked. Correct as required.
4. Apply gauges to determine proper amount of refrigerant, and that compressor, valves, and control equipment are functioning properly.
5. Lubricate oil type motor and/or fan bearings. C-1. Attention to be given annually, in addition to the above inspection:
1. Check entire refrigerant system for leaks, using Hallide torch or equivalent, making correction as required.
2. Remove motor for general overhaul; also overhaul circulating pump and motor, where used.
3. Observe condition of belt and pulleys, repairing or replacing, as required. 4. Steam clean water or drain pipes, or as required to conform to sanitation practice. If steam is used for cleaning these items, it is recommended that steam pressure be not more than 25 p.s.i.

5 . Evacuate refrigerant gass from system and remove oil from compressor, and recharge with proper amount of gas and approved oil.
6. Recheck system as outlined in Sections A and B.

7. Make sure that all freon connections, hold-down bolts, pulleys, fan and pipe clamps are tight before releasing for service.
The above procedure covers direct current electric water coolers; however, the same procedure can be followed for water coolers operated on alternating current, deleting the items peculiar to the DC system.
It is recommended that card record be kept on the car, to indicate when periodic inspections have been made.
(Former EM-]) RP-036
Association of American Railroads Manual of Standards and Recommended Practices STORAGE BATTERIES PART 1 RECOMMENDED METHOD FOR CAPACITY RATING OF STORAGE BATTERIES IN RAILROAD CAR SERVICE Recommended Practice
1. Purpose The purpose of this recommended method of capacity rating for storage batteries in railroad car service is to set up uniform practices for use in such service. I t will make available to the railroads comparable information as to the capacity to be expected from batteries of the various types and sizes offered for use under conditions of low and high discharge rates. By consideration of the information furnished under this method, determination of the proper battery for a given connection, load, discharge rate, and required hours of discharge, both at initial rating and 80 percent final rating will be greatly facilitated and service requirements satisfied. 2. Capacity Storage batteries for use on railroad cars shall be rated for capacity in accordance with the following requirements:
a) The rated ampere-hour capacity of all cells shall be based on the &hour discharge rate, at a specified specific gravity of electrolyte. b) Values of not less than 100 percent of the rated capacity must be delivered after not more than three cycles of charge and discharge at the normal 8-hour discharge rate. 3. Kilowatthour Capacity The kilowatthour capacity of a storage battery fully developed shall be determined as follows: (a) Lead-acid type. Kilowatthours Note: V
= =
ampere-hours (8-hour rate) x V volts x number of cells 1000
average voltage to be determined from the manufacturer for specific size cell. ampere-hours (8-hour rate) x 1.236 volts x number of cells 1000 ampere-hours (8-hour rate) x 1.21 volts x number of cells 1000
(b) Nickel-iron alkali type.

Kilowatthours
=
(c) Nickel-cadmium-alkali type. Kilowatthours

=
4. Minimum Voltage Limits The terminal voltage of the cell at the end of discharge shall conform to the values given below. The rated capacity for the &hour or other rates stated by the manufacturer must be delivered at the voltage values set forth for the respective batteries. All voltage readings shall be taken at the cell terminals.
Minimum Voltage
Lead-acid type (no cell below 1.72) .............. Nickel-iron alkali type.. ............................. Nickel-cadmium-alkali type ........................
5-hour rate 1.75 avg. 1.00 1.01
8-hour rate 1.75 avg. 1.12 1.03

5. Temperature The rated capacity must be available with cell temperature at start of discharge of 77 F. At time-temperature correction shall be made for other temperatures. When testing batteries at the 8-hour or other discharge rates, the temperature of the electrolyte during discharge shall not exceed 115 F .
6. Electrolyte All lead-acid cells are to be designed to a dimension of lY8" plus or minus lh" from the top of the cell filling hole to the correct electrolyte level in order to permit one fixed cell filling device to be used on all makes and types of cells. The specific gravity at 77 F of the electrolyte provided by the manufacturer with the cells fully charged and filled to the normal height shall not exceed the limits given below for the various types:
No lead-acid battery shall have a specific gravity less than 1.100 after delivering rated capacity. When comparing specific gravity readings in service, allowance must be made for variation due to temperature of the electrolyte. The following rules are presented for this correction: Lead-Acid Battery. For each 3 F rise in temperature of the electrolyte above 77 F , add .001 to the actual hydrometer reading and for each 3 F drop below 77 F , subtract .001 from the actual hydrometer reading. Nickel-Alkali Battery. For each 4 F rise in temperature of the electrolyte above 77 F , add .001 to the actual hydrometer reading and for each 4 F drop below 77 F, subtract .001 from the actual hydrometer reading.
7. Voltage and Capacity Data The manufacturer shall furnish on request the following data applying to the type of battery offered for use on railroad cars.
Ampere-hour capacity at the normal &hour rate Ampere discharge rate at the normal 8-hour rate Normal finish charging rate in amperes Time-temperature correction data for discharge at other than 77 F Maximum specific gravity of the electrolyte when cells are fully charged and filled to normal height. Approximate points specific gravity drop for delivering rated capacity at a specific discharge rate for lead-acid batteries. Initial, average and final discharge voltage of the cell at the normal &hour rate and the 5-hour rate. Normal height of the electrolyte below top of filling hole and above top of plates or splash cover when filled to normal level. Voltage and capacity data at the 8-hour and other discharge rates shall be furnished by the manufacturer upon request in the form of a graph similar to Figure 1, giving the following information for the 8-5-3-2 hour discharge rates: Ampere-hours per positive plate. Ampere discharge rate per positive plate. Initial, average, and final voltage for rates shown. Type of cell. Manufacturer's name. Date.
RP-036

TEMPERATURE 25C. (77F.) 1.250 SPECIFIC GRAVITY
Figure 1. Discharge Characteristics of Storage Battery

8. Nameplate A plastic nameplate as shown in Fig. 2 shall be applied to the front of each tray of a battery set.
Railroad set number and date new shall be stamped with %-inch steel stencil on one intercell connector per tray.
9. Capacity Tests (a) Should the railroad specify an acceptance test to be made at the manufacturer's plant before shipment, the manufacturer shall supply the necessary apparatus, electrical energy, and labor for conducting the tests and shall give due notice when batteries will be ready for test.
(b) If the tests are to be made at the manufacturer's plant, the railroad shall state how many sets of any lot ordered are to be tested. (c) Acceptance of the total number of batteries ordered as a result of test of limited number shall not affect the manufacturer's responsibility as to individual set performance in meeting capacity. (d) Waiver of test by the railroad shall not release the manufacturer from any of the requirements under previous provisions of the recommendation.

z l ~ . E, HOLESIFOR ALHALl BATTERIES ONLY. REQUIRED FOR LEAD-ACID B A T T E R I E S ) .
SET NO.
DATE NEW 8 HR. CAP.

% HR. CAI?
ml*
A.H. A M P S .
0. CELLS
RAY WT.
0 LBS. t ELECT. HT.
?X SHOW 3 HR. RATE FOR LEAD-ACID BATTERIES. " 5 HR. ' a " ALKALI BATTERIES.
0 WORDING FOR LEAD-ACID BATTERIES "FULL CHG. GR." at ALKALI BATTERIES "SP. GRI'(FJ1AX.-MIN.)
II
t WORDING FOR LEAD-ACID BAT TERlES "FINISH CHG."

II 11
A L K A L I B A T T E R I E S "NORM. CHG."
COLOR: LIGHT BASE VllTH CONTRASTING LETTERING. MATERIAL: ACID PROOF PLASTIC.
Fig. .?-Representative
Nameplate
(e) Test sets are to be picked at random from any lot ordered. The batteries shall give 100 percent of full-rated capacity by the third discharge, the manufacturer having previously given all the batteries the necessary developing charge to meet this condition before submitting them for test. The batteries selected are to be tested at the &hour rate, followed by a test at such higher rates as may be specified by the railroad, unless otherwise agreed upon.
(0 The test shall include three cycles, if necessary each consisting of a charge at the 8-hour discharge rate for a period of not more than two hours longer than the period of discharge (or a charge not to exceed 125 percent of the previous discharge should it be desired to vary the rate or hours of charge, 140 percent in the case of nickel-alkali batteries), followed by a discharge at the 8-hour rate to a final voltage as given in Item 4. Before the first discharge the cells shall be given a freshening charge at the finishing rate until the voltage has remained constant for not less than two hours. This charge shall be considered as the completion of the charging portion of the first test cycle.
(g) Previous to the start of the first test cycle, the specific gravity shall be adjusted to within plus or minus five points of gravity specified by the manufacturer with the electrolyte at correct level. Readings to be taken after sufficient time of charge to thoroughly mix electrolyte. (h) The capacity of the battery shall be the number of ampere-hours delivered during the final test cycle, the cell temperature at the start of discharge to be approximately 77 F, a time-temperature correction to be made for other temperatures. The interval between the start of the test discharge and the end of previous charge shall be not more than 16 hours.

(i) In the case of batteries to be used in service where the discharge rate is to be higher than the normal 8-hour rate, the battery, after having successfully met the 8-hour test, shall then be given the test at the higher rate specified by the railroad to determine its ability to meet the manufacturer's rating for such high rate. This high rate discharge is to be made after recharging the battery at not more than 125 percent of the previous discharge for lead-acid batteries, or 140 percent of the previous discharge for nickel-alkali batteries. The period between the end of this charge and the start of the high rate discharge must not exceed 16 hours. Under this high rate discharge test, the battery must meet the voltage, temperature, and ampere-hour requirements specified. The capacity of the battery at this high discharge rate shall be the number of ampere-hours delivered during this discharge.
Association of American Railroads Manual of Standards and Recommended Practices PART 2 ELECTROLYTE FOR LEAD-ACID STORAGE BATTERIES
1. Electrolyte furnished for use in lead-acid storage batteries shall be water-clear and free from sediment of any kind. 2. I t shall test within 0.005 above or below the specified gravity at a temperature of 77" F.
3. Electrolyte shall be free from impurities within the limits herein specified, 100 percent being concentrated sulphuric acid at 1.835 specific gravity at 77" F.
Impurities
Platinum. ................................................ Iron ....................................................... Chlorine ................................................. Ammonia ................................................ Nitrogen Oxides.. ..................................... Copper ................................................... Arsenic .................................................. Acetic Acid ............................................. Sulphurous Acid.. ..................................... Selenium ................................................ Manganese .............................................. Zinc ....................................................... Antimony ............................................... Organic Matter ........................................ Fixed Residue .........................................
Chemical Symbol Pt Fe C1 NH3 NO Cu As C2H402
Percent Allowable (100 percent Vitriol)

None 0.007 0.001 0.001 0.0005 0.005 0.0001 None 0.004 0.002 0.0001 0.01 0.0001 Trace 0.05
so2
Se Mn Zn Sb
4. The electrolyte may be inspected and tested at the plant of the manufacturer if the purchaser so specifies, the manufacturer to supply the necessary apparatus and labor for making the test under the supervision of the purchaser.
5. If the electrolyte has not been accepted at the plant of the manufacturer, test may be made upon arrival at destination. If it does not meet the requirements herein set forth, it may be rejected material. Manufacturer shall pay all freight charges.
Association of American Railroads Manual of Standards and Recommended Practices PART 3 BATTERY CONNECTORS
1. All lead-acid batteries over 450 ampere-hour capacity should be supplied with solid lead alloy connectors with copper inserts for intercell connections. Batteries less than 450 ampere-hour capacity may be supplied with either wire or solid connectors. Intercell connectors should preferably be burned on the lead cell posts.
2. All intercell connectors should be of a corrosion-resistant type with low joint resistance and ample current carrying capacity to keep down losses.
3. For inter-tray connectors, three sizes of cable, in accordance with AAR Specification No. 580, are recommended, as listed below:
Minimum Cable Requirements for Inter-Tray Connectors Ampere-Hour Capacity Cable Size No. 2 No. 00 No. 0000
4. For lead-acid batteries, the terminals on inter-tray connectors should preferably be of the copper-tube type, heavily lead-coated or of a cast lead alloy with wire sealed into the terminal to prevent corrosion due to acid entering the terminal.
5 . Lead-covered nuts and acid-resisting bolts shall be used to connect terminal to battery post. Single-bolt terminals shall be used for batteries up to and including 450 ampere-hour capacity; two-bolt terminals shall be used for batteries 451 ampere-hours and over.
6. Battery Terminal bolts shall be %-inch diameter with 18 threads to the inch.
Association of American Railroads Manual of Standards and Recommended Practices PART 4 BATTERY BOXES
1. Boxes and supporting members shall in all cases meet the requirements of the latest issue of AAR Standard Clearance Diagram, in Section 13, Electrical Manual, including those for third rail territory. 2. Battery boxes shall conform to the following outline drawing Figure 1.
NO. OF BOXES BATTERY REQUIRED VOLTAGE 32 2-EA 64 4-EA 32 2-EA 64 4-EA 32 2-EA 110 2-EA
BATT. CAP. AMP.-HR. 0-600 601-1000 1001-1600 0-800
MIN. INSIDE DIM. DESIGN WEIGHT (LBS) PER BOX B(1N.) C(1N.) A(1N.) 24 1600 "47% 31 "47% 40 40 40 24 24 24 2500 3000 6000
+ 120
60
*BATTERY BOXES MAY BE DESIGNED WITH ONE COMPARTMENT 47%" LONG OR TWO COMPARTMENTS, EACH 47W LONG OR, I F DESIRED, WITH PARTITIONS SPACED 23%' APART. +TWO 6 0 BOXES JOINED TOGETHER WITH COMMON PARTITION I N THE CENTER. NOTE: INTERMEDIATE LENGTHS BETWEEN 47%" AND 1 2 0 ARE PERMISSIBLE, I F , HOWEVER, DUE TO SPECIAL REQUIREMENTS, THE LENGTH EXCEEDS 1 2 0 OR THE DEPTH EXCEEDS 40", A CAREFUL CHECK SHOULD BE MADE OF STRENGTH REQUIREMENTS AND CLEARANCES. Figure 1
Association of American Railroads Manual of Standards and Recommended Practices 3. The design of the battery box should be such that it will not be necessary to have additional angle irons or other shape supports extend longitudinally under the battery box to support the bottom.
4. The door of the box shall be of the split type, the top section being arranged to open independently of the lower section to permit access without opening the full door. The top section shall open approximately ten inches to expose the top portion of the cells and to permit servicing of the battery without pulling the trays from the box. This section shall be hinged to the lower section only, so that the entire door can be opened for installation or removal of the battery. The whole door shall be removable. Separate means shall be provided to fasten each door section independently of the other, such fastenings to be of ample strength and of a type which will insure against their opening accidentally under service conditions.
5. Non-metallic buffer strips, if used, shall be securely fastened, with no protruding screws or bolts, to the inside of the door, to both ends, and to the back of the battery box at the height of the buffer on the battery trays.
6. If two or more boxes are used and the battery trays are connected in series, adequate wire capacity shall be provided between each tray group to avoid excessive voltage drop.
7. If two or more boxes are used and the battery trays are connected in parallel, adequate wire capacity shall be provided between end connections and the common line connections of the tray groups connected in parallel to equalize voltage drops and insure uniform charging and discharging of the parallel groups, thus avoiding unbalanced conditions.
8. A junction box may be placed on each end of the batter box. Car conduit, wiring and battery end connector should terminate in this box. Battery connector shall be fitted with proper terminal to connect to car wiring. The battery lead shall run from the battery box through a suitable strain relief bushing to prevent acid fumes from entering junction box or conduit. If it is desired to install a battery fuse, the junction box shall be large enough to house the fuse block. 9. Based on a battery box 47% inches long to contain lead-acid type batteries, ventilation is to consist of opening at each end of box, close as possible to top of box with a total free opening at least 100 square inches (10 inch x 6 inch opening at each end) covered with metal screen or grating of %-inch mesh. Openings which are in such position as to be subject to spray from car washers shall be provided with a protective hood which will not restrict the amount of free opening. The ventilation openings shall be increased or decreased proportionately as the length of the box is increased or decreased. 10. The bottom of the box shall consist of an open metal grating which, if not in itself acid resistant, shall be coated with an acid-resistant material. The back of the box may have open metal grating to furnish additional ventilation.
11. All corners and crevices inside of the box shall be filled with epoxy type sealing compound (or material having similar characteristics). The epoxy is to be sloped to prevent deposit of acid, dirt and water which will reduce battery box corrosion.
12. Batteries other than the lead-acid type may require less ventilation particularly in cold climates and in such cases the battery manufacturer's recommendation shall be followed.
Association of American Railroads Manual of Standards and Recommended Practices PART 5 BATTERY CHARGING RECEPTACLES
RP-036
1. Each car equipped with batteries shall be provided with two battery charging receptacles. Two capacities are recommended, one of 100 amperes and,one of 150 amperes. The receptacles for the individual car should be determined by the charging rate of the battery installed on the car. 2. The limiting dimensions of the receptacles shall be in accordance with Figure 1 for the 100-ampere type and in accordance with Figure 2 for the 150-ampere type. Receptacles shall be provided with swivel or universal supports in the mounting brackets to be located on the car. Both the 100-ampere and the 150-ampere receptacles shall be so designed that they may be interchanged in the mounting bracket.
3. For future installations or new equipment, and so far as practicable for renewals, only the 150-ampere capacity receptacles shall be used.
4. The charging receptacles shall be installed, one on each side of the car, so located with reference to the side sill that when the cover is open it will not project beyond the side of the car.
5. The outer contact ring shall be connected to the positive wire of the battery circuit. This ring shall be slotted to provide a flexible contact when the plug is inserted in the receptacle.
6. The center contact ring shall connect to the negative wire of the battery circuit. I t shall be slotted to provide flexible contact with center post of the plug with ample contact surface to carry the rated current.
7. Both receptacles shall be designed so that the recommended 150-ampere plug may be used with either. Ample contact surface shall be provided to carry the full rated capacity of the receptacle without overheating.
8. Means shall be provided to make the covers self-closing and seal-tight to prevent the entrance of water or dirt. 9. Receptacles shall be furnished with suitable strain relief bushings to avoid strain on terminals or connections and to seal the rear ends of housings.
10. The mounting bracket shall be of ample strength and so constructed as to permit easy removal and installation of the receptacle housing. 11. The front end of the receptacle housing shall extend beyond the ends of the contact members sufficiently to make certain that the plug and receptacle contacts are properly aligned to avoid distorting the contacts, also to prevent positively improper insertion of the plug and possibility of short-circuiting the contacts of either receptacle or plug.
RP-036
5/16"
DIAM. CENTER CONTACT IS NEGATIVE
Figure 1. 100-Ampere Type Charging Receptacle
CENTER CONTACT IS NEGATIVE
Figure 2. 150-Ampere Type Charging Receptacle
Association of American Railroads Manual of Standards and Recommended Practices PART 6 BATTERY CHARGING PLUGS
1. Battery charging plugs shall be designed in accordance with Figures 1 and 2 and shall fit either of the recommended receptacles. Plug contacts shall engage those of the receptacle with sufficient tension to insure good contact and to avoid injurious heating.
2. The contact ring of the plug shall be connected to the positive wire of the charging cable and shall not be slotted. I t shall be well insulated on the inner surface and at the exposed end. The insulation shall extend over the ring end sufficiently to prevent accidental short circuiting between the ring and the center contact of the receptacle at any time.
3. The center contact post shall connect to the negative wire of the charging cable. This post shall be solid, preferably with a renewable tip.
4. The center contact of the plug shall make contact last and break first when the plug is inserted or removed.
5. Plug housings, whether made of bakelite, rubber, or other insulating material, shall be arranged to provide a tight cable grip to avoid strain on terminals or connections.
6. Interior connection arrangements shall be such as to provide mechanically strong connections with insulating barriers to prevent short circuit in the event of wire breaking or loosening at the connections. The supporting ring back of the contacts shall be proportioned to fit snugly into the receptacle housing extension and to relieve the contact members of any excessive strain.
7. For future installations, and so far as practicable for renewals, only the 150-ampere capacity plugs shall be used.
CENTER CONTACT I S NEGATIVE
Figure 1. 100-Ampere Charging Plug
CENTER CONTACT IS NEGATIVE

Figure 2. 150-Ampere Charging Plug
PAGES A-111-89 THRU A-111-92 LEFT BLANK INTENTIONALLY
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices BELTING. RUBBER AXLE LIGHT Specifications
(Former Section A) M-613
Adopted, 1949
1. General. Belting furnished to these specifications shall be inspected and tested in accordance with the Standard Methods of the American Society for Testing Materials D-378, latest revision. 2. Scope. These specifications cover rubber belting for axle light generator drives on both body and truck hung equipment on passenger equipment cars.
MANUFACTURE
3. Construction. The belting shall consist of the following:
(a) Reinforcements of plies of cotton duck. (b) Friction compound of rubber. (c) A cover of rubber.
4. Reinforcement. (a) The reinforcements shall consist of plies of cotton duck. The plies shall be well frictioned on both sides with a rubber compound which shall firmly join the plies to each other and to the cover and at the same time produce flexible belting which will readily conform to the small pulleys incidental to the service.
(b) The duck shall be evenly woven from high grade cotton free from injurious defects. (c) The number of plies of duck shall be four for the 3 and 4 in. and five for the 5 in. width of belting.
5. Rubber Cover. The outside ply of cotton reinforcement shall have a rubber cover the quality of which shall resist abrasion to a high-degree.
6. Rubber Bead. The seam in the outside ply of duck shall be completely filled with a rubber cord and/or seaming strip of good quality, well fastened down to meet the requirements of the beading test.
PHYSICAL PROPERTIES AND TESTS

7. Test Sample. A sample 36 in. long, the full width of the belting, shall be cut from each lot of 500 ft. or less.
8 . Elongation Test of Belting. Test specimens under a load of 100 Ib. per in. per ply shall elongate not less than l%z in. nor more than lY32 in. immediately after application of the test load.
9. Tension Test of Belting. The elongation test described in Section 8 shall be continued to the breaking point to obtain the tensile strength which shall be not less than 315 lb. per in. per ply.

10. Tension Test of Rubber Cover. (a) The minimum tensile strength of the cover shall be 1200 psi. (b) The test specimen with gage marks 2 in. apart shall be stretched and the marks shall be not less than 8 in. apart (300 per cent elongation) at rupture. 11. Friction Test (Adhesion). The minimum adhesion between the plies shall be 20 lb. under which the separation shall not exceed 4 in. in four minutes.
12. Beading Test. A transverse section of belting 4 in. long shall be taken and, beginning on the seamless side, the plies shall be removed until three plies only remain intact. A line shall be drawn down the middle of the beading and then on each side of this line, and % in. distant from it, two parallel lines shall be scribed. The section shall be inserted in a vise so that the jaws grip the specimen coincident with the two outer lines. The vise shall be tightened until the inner surfaces of the doubled specimen just touch at the top of the vise and the specimen shall be held in this position for 10 min. Under this test the beading shall not crack or loosen in the seam. DIMENSIONS AND TOLERANCES
13. Standard Sizes. The standard sizes of belting shall be 3, 4 and 5 in. width.
14. Length. Unless otherwise specified, belting shall be furnished in 250 ft. lengths.
15. Thickness of Belting. The maximum thickness of the finished belting shall be 0.38 in. and 0.45 in. for the 4 ply and 5 ply, respectively.
16. Thickness of Rubber Cover. The minimum thickness of the cover when measured on the flat sides of the belting shall be 0.031 in.
17. Tolerance. The width of the belting may vary from that specified by not more than '/s in. under or % in. over.
WORKMANSHIP AND FINISH

18. Workmanship. The belting shall be made in a workmanlike manner and shall be free from injurious defects.
19. Finish. The belting shall be smooth and regular in size throughout its entire length.
MARKING 20. Label. (a) The belting shall have a label of a distinctly different color from that of the rubber cover and spaced not more than 10 ft. apart.
(b) The label shall show the kind and size of belting, name of manufacturer, month and year of manufacture, the letters AAR and a serial number for each lot of 500 ft. or less of each width, same to commence with one on the first of the year and continue consecutively until the end of the year. (c) The letters and figures shall be at least % in. high. (d) Each roll of belting shall have the following words stenciled on the seam side on the outside ply of the roll, "Run other side to pulley".
Association of American Railroads Manual of Standards and Recommended Practices INSPECTION AND REJECTION
21. Inspection. (a) The inspector representing the purchaser shall have free entry, at all times while the work on the contract of the purchaser is being performed, to all parts of the manufacturer's works which concern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of charge, all reasonable facilities and necessary assistance to satisfy him that the material is being furnished in accordance with these specifications. Tests and inspection shall be made at place of manufacture prior to shipment unless otherwise specified.
(b) The purchaser may make tests to cover the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser and not later than sixty (60) days after receipt of the material.
22. Rejection. (a) Material represented by samples which fail to conform to the requirements of these specifications will be rejected.
(b) Material which shows injurious defects subsequent to its original inspection and acceptance at the manufacturer's works, or elsewhere, will be rejected, and the manufacturer shall be notified.
23. Rehearing. Samples tested in accordance with these specifications which represent rejected material, shall be held for a period of fourteen (14) days from date of the test report. In case of dissatisfaction with the results of the tests, the manufacturer may make claim for a rehearing within that time.
(Former EM-1)
S-036
Association of American Railroads Manual of Standards and Recommended Practices PART 1 AXLE GENERATOR EQUIPMENT SPECIFICATIONS FOR AXLE GENERATING EQUIPMENT Standard
General
1. These specifications cover direct-current, axle-driven generator equipment for installation on passenger equipment cars. The specifications are to be accompanied by a data sheet stating specific requirements, as shown in the following.
2. The equipment is intended for service on cars having the battery and maximum load stated and shall be suitable in every way for such service. 3. Submission of bids will be understood to imply that the bidder fully understands and accepts, and will furnish apparatus which will conform to the requirements of these specifications.
4. The equipment shall be capable of adaptation, by simple and definite change, to either lead-acid or nickel-alkali battery.
5. The apparatus to be furnished shall consist of the following. Any items not desired shall be crossed out and additional items may be added.
(a) Axle-driven generator.
(I) Body-mounted generator.
(2) Truck-mounted generator.

(3) Body-mounted motor-generator. (b) Drives.
(1) Flat or Vee belt drive complete with:

Axle pulley and bushing. Generator pulley. Belt and fasteners. Belt tension device. (2) Gear unit complete with gear and pinion: Gear case. Splined drive shaft and connections. Safety clutch or automatic clutch.
(3) Combination Vee belt and gear drive complete with:

Axle pulley and bushing. Belt and fasteners. Belt tension device. Gear box and sheaves. Splined drive shaft and connections.

(c) Control Generator regulator. Generator control panel. Reverse current relay. Load voltage regulator. A-C starter panel.
6. Bidder's Data. The bidder shall submit with his bid, in duplicate, at least the following:
(a) List of apparatus offered. (b) Description of generator, including class of insulation, designation as ventilated, totally enclosed, etc. (c) Description of drive, including ratio. (d) Description and capacity characteristics of all apparatus including detail description of control of generator output and battery charging, with curves, wiring diagrams showing internal and external wiring, and other diagrams necessary to complete description. (e) Outline drawings of all apparatus with all essential dimensions.
GENERATOR
1. Capacity. (a) The generator, with covers arranged as in summer service, shall be capable of delivering, three hours for enclosed and five hours for ventilated machines, at the output side of the generator regulator, at all speeds above 1.25 times minimum full load speed specified on data sheet:
(1) Rated current at rated voltage without injurious heating.
(2) Rated current at all voltages between 20 percent below and 20 percent above rated voltage without injurious heating.
(b) The generator shall be capable of safe and satisfactory operation continuously a t all speeds up to the rated maximum speed. (c) The generator shall operate without injurious sparking or heating at the brushes under all operating speeds and leads.
2. General Construction. All materials, workmanship and methods of construction shall be first-class. All parts subject to interchange shall be so made as to insure accuracy, uniformity and interchangeability. All solder used shall have a softening point of not less than 385 degrees F.
3. Field Coils. Insulation shall be AIEE Class B (minimum). The ends of each coil shall be permanently identified to indicate the inner and outer end of each coil.
4. Armature. (a) The armature shall be designed to permit renewal of the shaft without disturbing the winding. Lacerations shall be keyed to spider or quill and locked laterally so that they will not loosen under normal conditions of service.
(b) Insulation shall be AIEE Class B (minimum). (c) The insulation between commutator bars shall be undercut. (d) The commutator shall be thoroughly seasoned, securely fastened on the shell, and assembled from the front.

(e) The armature shaft material shall be at least equal to the latest issue of AAR Specifications M-127 (Grade E or F ) or material having higher physical qualities when required by design.
(0 The armature pulley fit, nut, washer and key shall conform to Figure 1.
(g) The armature shall be dynamically balanced within 20 inch-ounces.
1.SW.r .002'
TAPER PER FOOT.
FINE-THREA0,Ct ASS 3 FIT NUT STYLE N0.2.
Figure 1. Generator Pulley and Clutch Application
5. Bearings. (a) Bearings shall be of the ball or roller type and size shall be not less than No. 412.
(b) If only one bearing is a roller bearing, it shall be at the driving end and the outer races of both bearings shall be held rigidly; if both are ball bearings, the outer race at the driving end shall be so mounted as to have sufficient end play and the one at the other end shall be held rigidly. An adequate seal shall be provided to keep water and dirt out of driving end bearing. (c) Grease capacity shall be adequate for long-term service. 6. Air Gap. The clearance in the air gap shall be not less than five one-hundredth (.05) of an inch. Pole faces and armatures shall be so designed as to reduce noise to a minimum.
S-036
7. Leads. (a) Armature and field leads shall have length outside the frame not less than shown on data sheet and shall be cable sizes as tabulated below, stranded of wire not larger than No. 24 AWG, in accordance with AAR Specification No. 581.
Maximum Current 70 amps, or less (field leads only). ........................................................... 71 to 125 amps.. ................................................................................. 126 to 250 amps.. .................................................................................
251 to 500 amps.. ................................................................................. 501 to 800 amps.. ................................................................................. Armature leads shall not be smaller than No. 2 AWG.
Size No. 6 AWG No. 2 AWG 167,800 cm (000 AWG) 400,000 ern 1,250,000 cm
(b) Armature and field leads shall be connected at the generator so that when disconnected, they may remain with the car when generator is removed. Suitable protection for the leads where they enter the generator shall be provided. (c) The generator leads and car body leads shall join in a junction box of waterproof construction where they will be belted together and suitably taped. Strain relief bushings shall be provided for the generator leads and in addition, a clamp and chain arrangement shall be provided to carry a portion of the load on the bushings.
8. Badge Plate. A badge plate shall be securely attached to each axle-generator and shall show the following:
(a) Manufacturer's name.

(b) Manufacturer's type, serial number and catalog number.
(c) Rated voltage of generator. (d) Rating in amperes. (e) Minimum full load speed in rpm.
(0 Rated maximum speed in rpm.

9. The following shall be stamped on the end of the commutators:
(a) Rated voltage of armature. (b) Rating in amperes. (c) Manufacturer's type and serial number. (d) Catalog number of armature.
10. Capacity Test. The generator shall be connected to a resistance load and operated continuously for the time specified in paragraph 1 (Capacity) with the covers arranged as in summer service, at rated current and voltage, and at 1.25 times the specified minimum full-load speed. Unless otherwise specified, capacity test shall be made on one generator on each order, only.
11. High Speed Test. Immediately after the above test, or with generator at operating temperature, each generator, with inspection covers removed, shall be operated continuously for 15 minutes at rated current and voltage, half the time in one direction and half the time in the opposite direction, at rated maximum speed, then continuously for five minutes, in one direction, without load, at a speed 15 percent greater than the maximum speed. In the five-minute period, the generator may be run as a motor.

12. Air Temperature. The tests may be made at any ambient temperature, but not below 15 degrees C. 13. Insulation Tests. Immediately after the above tests all parts of the equipment shall withstand, without breakdown, an alternating current potential of 1,000 volts rms plus twice the rated voltage, applied between conductors and ground, for a period of one minute, all metallic parts except conductors being grounded. In addition, the generator shall be operated for one minute at such speed and excitation as will induce five times rated voltage between armature turns.
14. Suspension. (a) All supporting parts subject to wear shall have the wearing surfaces bushed, with provision for adequate lubrication. (b) Safety chains or equivalent construction, when used, shall safely support the generator six inches above top of rail in case of failure of the suspension. (c) The suspension shall be in accordance with the purchaser's drawings listed which are hereby made a part of this specification, or in accordance with the manufacturer's standard if no drawings are listed.
15. Belt Tension Device. The belt tension device shall be in accordance with the purchaser's drawings listed, which are hereby made a part of this specification or in accordance with the manufacturer's standard if no drawings are listed.
16. Generator Pulley. The generator pulley for flat belt drive, if furnished, shall be in accordance with Figure 2. If Vee belt drive is used, pulley shall be in accordance with purchaser's drawings.
DRIVES
1. Axle Pulley and Bushing. (a) The axle pulley and bushing shall be as specified on the data sheet.
(b) The hub of the axle pulley shall have a uniform diameter of either 7% inches or 9 inches. The length of the hub shall be not less than 6Y4 inches.
2. Axle Pulley Bushings. A bushing shall be secured to the axle, by the clamping action of the pulley. I t shall have an external diameter throughout its length of either 7% inches or 9 inches and shall be not less than 8% inches in length. Bushing clamps shall be provided if so specified by the purchaser. Rubber may be furnished if specified by purchaser.

SECTKm X-X
' i ' p . DIAY. ~ ~ ~
---
LC Dim.--D DIAM.
-2fDl~hl.
--
I I
NOTES: 1. Completed pulley shall be dynamically balanced within 7 inch-square ounces. Surfaces not marked f may be rough finished if desired to provide the required balance. 2. Material to be cast iron.
Figure 2. Generator Pulleys A-111-101
s-036
CONTROL
1. Generator Regulator Panel.
(a) The panel shall be not more than 16 inches wide and shall be either a nonconducting, noncombustible material Y 4 inch or more thick, or metal l/s inch thick. (b) The panel shall have four '942-inch holes for the supporting bolts, symmetrically located 14 inches center to center horizontally. (If corner brackets are used, they shall be attached to the panel by %-inch cap screws having 16 threads per inch, tapped into the brackets.) (c) The terminals on the panel shall be so arranged that the positive is at the right or top. (d) Each terminal shall be stamped for identification as to function. (e) There shall be included with the panel, terminals for the attachment of the wires to the panel terminals.
(f) The apparatus normally subject to replacement shall be so mounted on the panel that it can be removed and reapplied without removing the panel from its supports.
(g) Connections between the pieces of apparatus on the panel shall be, as far as possible, on the back of the panel and soldered. (h) Fuses and fuse clips shall be arranged for front application. Cartridge fuses shall be non-indicating and completely enclosed. Open link fuses shall have a side opening slot in one end and an end opening slot in the other end, and shall be suitable for mounting on fuse holders, Figure 3. Pressure clamps shall be provided on clips for fuses over 200 amperes. Fuses, fuse holders and clips shall be as tabulated below:
Fuses Rating-Amperes King

Type Renewable link Mounted on fuse holder Clips Contact, Type Kind
0-30 Cartridge NEC Std. 250 V. No
31-150 Open link AAR Yes Fig. 3 Style 1
151-200 Open link AAR Yes Fig. 3 Style 2 Knifeblade Fig. 5
201-400 Cartridge NEC Std. 250 V. Yes
401-800 Cartridge NEC Std. 250 V. Yes
Ferrule NEC Std.
Knifeblade Fig. 4
Knifeblade Fig. 5
Knifeblade Fig. 6
+.-.---2%"
!
1
!
I
COPPER PLATED 2 0 FLAT HEAD MACHINE SCREW CLASS 2 FIT HIGH STRENGTH BRONZE.
1/4"
II
HARD DRAWN COPPER SILVER PLATED MIN. THICKNESS ,0015"
- BUUY R K F l ITF -.A.. .--. . - OR

EQUIVALENT
-. .
BREAK CORNERS
STYLE 1 2
FUSE 31-150 AMP. 151-200 AMP.
A B C D I E
6Ys" 89's" 11/4" 2" 39's"
4%"
I F G
%" %"
9'4"
1Y4" 2%"
1%"
9/16"
Figure 3. Open Link Fuse Holders for Generator Fuses
S-036
STOP
COPPER EXTRUSION
DRAWN COPPER DIMENSIONS OF BASE UNDERLINE0 ARE IMPORTAW. OTHERS MAY BE VARIED SLIGHTLY TO SUIT CONDITIONS.
BASE
LlNF FUSE HOLDER

FlGU 3. STYLE NO, 1
FOUR MO. 4-38 ROUNO HEAO y.hCHlNE SCREWS. BRASS.
1 -3 ;
FUSE CLtP SPACING
Figure 4. Mounting, 31-150 Ampere Open Link Fuse
A-111-104
ONE PART WITH nOL 0.106'014M. (NO. 9 D&IL).
OTHER WITH HOLE TAPPED NO. 10-12 THOS.
CONTACT CLIPS
MATERIAL-COPPER ROCKWELL NO. 8-65
FUSE C L I P SPACING
EIGHT NO. 12-24 ROUND HEAD MACUIWE. SCREW LONG. BRASS
Figure 5. Mounting 151-200 Ampere Open Link Fuse, 201-400 Ampere Cartridge Enclosed Fuse A-111-105
12-1-81
CONTACT CLIPS
BRASS
IMPORTANT. O f HERS MAY BE VARIED SLIGHTLY TO SUIT CONDITIONS.
DIMENSIONS M A R K E D A R E HGT 7 0 S C A L E
FUSE CLIP SPACING.
Figure 6. Fuse Mounting 401-600 Ampere Special Cartridge Enclosed Fuse A-111-106
s-036
2. Generator Regulator. The generator regulating apparatus and battery protective devices shall be such that, when connected to the generator for which furnished, they will satisfactorily perform all of the following functions:
(a) The main circuit of the generator shall be closed and opened by means of a reverse current relay in order to permit current to flow from the generator to the battery and load only when the generator develops proper voltage. (b) Undue overloading of the generator shall be automatically prevented. (c) The rate of battery charge shall be automatically controlled. (d) In case of open battery circuit, the generator shall be able to carry the load and the generator regulator shall automatically prevent a rise greater than 5 percent of the generator regulator setting. (e) Means shall be provided whereby the adjustment of the regulator can be readily changed from the voltage and current suitable for a lead-acid battery to the voltage and current suitable for a nickel-alkali battery. The regulator shall be capable of being adjusted to give voltages from 10 percent below to 15 percent above rates voltage, such adjustment not to change more than 1% percent of the rated voltage due to variations in temperature of the voltage coil, with ambient temperature range of 50 to 100 degrees F .
(0 For any given condition of battery, with any variations of speed from full load speed to rated maximum speed, the regulator shall maintain voltage regulation within 3 percent, plus or minus, or current regulation within 5 percent, plus or minus, of the value for which the regulator is set for operation.
(g) For any given condition of battery, with any variations of speed from full load speed to a speed of 15 percent greater than rated maximum speed, the regulator shall maintain voltage and current regulation within 6 percent, plus or minus, of the value for which the regulator is set for operation. (h) Insulation test corresponding to paragraph 13, Insulation Tests, under Generator, applies. 3. Reverse Current Relay. (a) The reverse current relay shall be adjusted to close at a voltage which is not more than 2 percent of rated generator voltage above battery voltage. (b) The reverse current relay must open and close without chattering, pumping, sticking or excessive arcing. (c) The reverse current relay shall be arranged to open in case of failure of drive, to prevent generator operating as a motor. (d) Insulation test corresponding to paragraph 13, Insulation Tests, under Generator, applies.
4. Load Voltage Regulator. (a) The regulator panel shall not be more than 16 inches wide and shall be of either a non-conducting, non-combustible material % inch or more thick, or metal l/s inch thick.
(b) The panel shall have four inch holes for the supporting bolts, symmetrically located 14 inches center to center horizontally. (If corner brackets are used, they shall be attached to the panel by %-inch cap screws having 16 threads per inch, tapped into the brackets.)
(c) The terminals on the panel shall be so arranged that the positive is at the right or top.
(d) Each terminal shall be stamped for identification. (e) There shall be included with the panel, terminals for the attachment of the wires to the panel terminals.
s-036

(g) Connections between pieces of apparatus on the panel shall be, so far as possible, on the back of the panel, and soldered.
5. The load voltage regulator shall, with the complete equipment operating in a normal manner, on bench test or in service, maintain the voltage across the load mains on the load side of the regulator under the conditions specified below, within the following limits:
(a) With the battery discharging and with the battery voltage 5 percent or more below the setting of the load regulator, the drop in voltage across the terminals of the load regulator resistance shall not exceed 4 percent with full load. (b) With generator speed increasing or decreasing at any rate of change of speed from full load to rated maximum speed or vice versa, the voltage shall be maintained within 3 percent above or below the regulator setting, at any current value equal to or less than the capacity of the regulator. (c) With generator speed constant at any value between cut-in point of reverse current relay and rated maximum speed and with generator voltage at any value between one-half volt above battery voltage and voltage regulator setting, the load voltage shall be maintained within 3 percent, plus or minus, of regulator setting when increasing or decreasing load in 10-ampere steps.
A-C END OF MOTOR-GENERATOR

1. General. These specifications cover the alternating-current portion of the motor-generator equipment for installation on passenger equipment cars. 2. Type. Motor shall be squirrel-cage type designed to withstand full voltage starting and develop locked rotor torque and current as follows:
HP
Torque %
Current Amperes
Breakdown torque shall be 200 percent of full load torque. Pull-up torque must not be less than full load torque. 3. Voltage. Motors shall be rated at 2081220 volts, three-phase.
4. Frequency. Motors shall be rated at 60 cycles per second.
5. Kilowatt and Speed Ratings. Kilowatt and speed ratings for motor-generators shall be as follows: Generator Motor Synchronous Rating Rating Speed
Generator control set to 15 kw.

6. Variation from Rated Voltage. Motor shall operate successfully at rated load and frequently with the motor voltage not more than ten percent above or below nameplate rating but not necessarily in accordance with the standards established for operation at normal rating.
7. Variation from Rated Frequency. Motor shall operate successfully at rated load and voltage with the frequency not more than five percent above or below the name-plate rating but not necessarily in accordance with the standards established for operation at normal rating.
8. Combined Variation of Voltage and Frequency. Motor shall operate successfully at rated load with a combined variation in motor voltage and frequency not more than ten percent above or below the nameplate rating, provided the limits of variations given in 6 and 7 are not exceeded but not necessarily in accordance with the standards established for operation at normal rating.
9. Variation from Rated Speed. Rated speed shall be 1725 rpm and must not be less than 1710 rpm nor more than 1740 at rated voltage, frequency and load with an ambient temperature of 25 degrees C.
10. Service Factor. Motor shall carry 1.15 times its rated load with only slight difference in efficiency and power factor at rated load.
11. Power Factor. Power factor rating shall be not less than 80 percent at full load and rated voltage and frequency. 12. Temperature Rise. Continuous temperature rise rating, based on maximum ambient temperature of 40 degrees C. shall be as follows:
Enclosure Drip-proof. ...................................... Splash-proof .................................... Totally enclosed ...............................
Temperature Rise 60C 70C 75C
13. Rotor Design. Rotor shall be designed to permit ease in removal and application of the shaft. Laminations shall be keyed to spider or quill and so applied and locked laterally that they will not loosen under normal conditions of service. Rotor shall be dynamically balanced within 20 inch-ounces.
14. Stator Insulation. Stator insulation shall be AIEE Class B (minimum).
15. Insulation Test. Insulation must withstand 2,500 volts (peak surge or peak of high frequency wave) between turns and 1,500 volts rms to ground without breakdown.
DATA SHEET
A data sheet containing the following items should accompany these specifications.
1. Nominal rating of generator.. .................................................................................. kw
2. Apparatus load, maximum .................................................................................... amp 3. Load regulator load, maximum .............................................................................. amp 4. Rated voltage* of generator *For system voltages 30-32, 40 volts *For system voltages 60-64, 80 volts *For system voltages 110-115, 150 volts

5. Rated current of generator ................................................................................... amp
6. Suspension type-body or truck
7. Type of drive-belt
8. Drive manufacturer
or direct
9. Maximum car speed operation ............................................................................... mph 10. Minimum full load speed, not less than .................................................................... mph
11. If belt drive (number, type and size)
12. Pitch diameter-axle 13. Drive ratio
pulley.. .................................................................................. .in.
14. Pitch diameter4riven pulley ................................................................................ .in. 15. Overall drive ratio 16. Diameter of car wheel, specify maximum, minimum or normal ...................................... .in. 17. Axle center, AAR designation .....................................................................i 18. Length of leads (main generator, fields, etc.) 19. Type of battery-lead 20. Battery-number or alkali of cells n . x in.
21. A-C drive-motor-generator
............................................................................. hp (a-C) voltage phase frequency rpm 22. Alternator field excitation source ..................................................................... ..voltage 23. Trainlining controls not desired.. ....................................................................... .manual fully automatic other 24. Wayside power operation.. ............................................................................to be used not to be used capacity, if used
INSPECTION, SHIPMENT, GUARANTEE, ETC.
1. Inspection. At all stages of manufacture, the purchaser's inspector shall have free access to the work in progress in the manufacturer's plant, or elsewhere, and the manufacturer shall furnish him with every facility and all necessary assistance for assuring himself that the requirements of these specifications are met. No apparatus or part will be accepted which does not, in the inspector's judgment, conform to the specifications and the best practice in construction. 2. Shipment. The manufacturer shall give the purchaser five days' notice of the time when apparatus or material will be ready for inspection or test and shall not ship any units until accepted by the purchaser's inspector, unless otherwise instructed by the purchaser.
Association of American Railroads Manual of Standards and Recommended Practices 3. Guarantee. The manufacturer shall guarantee the equipment against defects of material, design and construction for a period of one year and shall furnish, free of charge, at points designated by the purchaser, parts to replace any which become defective within one year from the date of delivery.
The manufacturer shall guarantee the equipment to meet the requirements of these specifications and shall, within the f i s t year of service, make such repairs or renewals as may be necessary to bring the performance within the requirements of these specifications, due allowance being made for the effects of normal service.
4. Patents. The manufacturer shall insure the purchaser against any and every loss arising from claim that the apparatus, as furnished, infringes patents not owned or controlled by the manufacturer and shall furnish the purchaser, when required, a satisfactory bond to cover such contingency.
$036
Association of American Railroads Manual of Standards and Recommended Practices PART 2 AXLE GENERATOR MOUNTING AND SUSPENSIONS
1. Axle Generator Suspension. When the truck on which the axle pulley is mounted is faced from underneath the center of the car, the generator pulley shall preferably be at the right of the generator. Generators mounted with pulley at right of generator when facing truck on which axle pulley is mounted are known as right-hand suspended. When pulley is at left of generator, generator is known as left-hand suspended.
2. Pulley Centers. The distance between the centers of the car axle and generator pulleys for body suspended generators should be not less than 5 feet 3 inches nor more than 7 feet.
3. Clearances. The axle generator suspension shall be so designed that with car normally loaded and on level tangent track, the clearances shall be as great as possible but not less than specified below:
(a) For body suspended generators, not less than 7 inches from any part of generator or its suspension to top of rail. (b) For truck suspended generators, not less than 3% inches from any part of generator or its suspension to car body or part attached thereto, and not less than 3% inch rail clearance with truck springs solid.
(c) When all parts of the car and axle generator equipment affecting clearances are in same condition as when new, with minimum belt tension to drive load and with the generator in any service position with respect to car body, the belt clearance shall be:
Truck suspended ......... Body suspended ..........
Over End Sill 1in. 2 in.
Over Brake Beam 2%in. 3 in.
Under Brake Beam 2 in. 2 in.
4. Steam and Water Drips. Steam, water and other drips shall be so located that matter from these sources will not be deposited on the generator or drive.
Association of American Railroads Manual of Standards and Recommended Practices PART 3 SPECIFICATIONS FOR MOTOR-ALTERNATOR EQUIPMENT General
1. These specifications cover motor-alternator equipment for installation on passenger equipment cars for operation of alternating current equipment such as air conditioning main blower motors, condenser fan motors, electro-mechanical drinking water coolers, electro-mechanical refrigerators, electric outlets, fluorescent lighting, incandescent lighting, entertainment systems, etc. (Motor-alternators requiring special limitations on frequency or voltage characteristics are not considered within the scope of these specifications.) These specifications are to be accompanied by data sheet stating specific requirements, as shown in the following.
2. The equipment is intended for service on cars having direct current system, for a stated maximum load and shall be suitable in every way for such service.
3. Submission of bids will be understood to imply that the bidder fully understands and accepts, and will furnish apparatus which will conform to the requirements of these specifications.
4. The equipment shall be capable of adaptation to cars using either lead-acid or nickel-alkali battery.
5. The apparatus to be furnished shall consist of the following, and any items not desired shall be crossed out and additional items may be added: (a) Motor-alternator.
(1) Body mounted with resilient mounts.
(2) Safety straps to be furnished by purchaser (when used). (b) Leads (when used).
(c) Control.
(1) Starting panel (when used).
(2) Voltage regulator (when used). (3) Frequency regulator (when used).
6. Bidder's Data. The bidder shall submit with his bid, in triplicate, at least the following:
(a) List of apparatus offered. (b) Description of motor-alternator, including class of insulation, designation as ventilated, totally enclosed, bearings, lubrication, etc. (c) Description and capacity characteristics of all apparatus including detail description of control, motor-alternator output, voltage, frequency, and efficiency for range of input voltages and range of output, with curves and diagrams necessary to complete explanation. (d) Outline drawings of all apparatus with all essential dimensions, and weights of motor-alternator and panels.
S-036
Association of American Railroads Manual of Standards and Recommended Practices MOTOR-ALTERNATOR

1. Capacity. The motor-alternator shall be capable of delivering the rated capacity:
(a) Rated kilowatt output, at rated output voltage, at rated frequency, 80 percent power factor, at rated speed, and at normal input currents over voltage range specified without injurious heating. (b) The machine shall be capable of withstanding 25 percent overspeed without mechanical injury.
2. General Construction. All materials, workmanship and methods of construction shall be first class. All parts subject to interchange shall be so made as to insure accuracy, uniformity and interchangeability. All solder used shall have a softening point of not less than 385 degrees F. Machine shall be designed for all weather operation without detachable seasonal covers.
3. Field Coils. Insulation shall be AIEE Class A (minimum). The ends of each coil shall be permanently marked to designate respective ends of the coils.
4. Armatures. (a) Laminations shall be keyed to shaft or quill or so applied and locked that they will not loosen under normal conditions of service.
(b) Insulation shall be AIEE Class A (minimum). (c) The insulation between commutator bars of the motor shall be undercut. (d) The commutator shall be thoroughly seasoned. (e) The armature shaft material shall be at least equal to the latest issue of AAR Specifications M-122 or M-127 or material having higher physical qualities when required by design.
(f) The armature shall be dynamically balanced within 0.2 inch ounce at rated speed.
5. Bearings. Bearings shall be of sealed anti-friction type.

6. Air Gap. Pole faces and armatures shall be so designed as to reduce noise to a minimum.
7. Motor-Alternator Leads. (When used) motor-alternator armature and field leads shall be as specified and shall be stranded of wire not larger than No. 24 A.W.G. in accordance with AAR Specification No. 581.
8. Badge Plate. A badge plate shall be securely attached to each motor-alternator and shall show the following: (a) Manufacturer's name (b) Manufacturer's type, serial and catalog numbers (c) Range of voltage of motor (d) Rated voltage of alternator (e) Rated output in kilowatts and kilovolt amperes
(f) Rated current to motor at rated load
(g) (h) (i) Cj)
Speed rpm Frequency Power factor Rating

(k) Rotation (1) Winding (m) Temperature rise.
s-036
The serial and catalog numbers shall also be stamped into frame underneath badgeplate with metal stencils not less than Y4 inch in height.
9. Capacity Test. The motor-alternator shall be connected to a suitable load equal to rated capacity and operated at rated load, voltage and speed, until all temperatures become stabilized. Unless otherwise specified, capacity test shall be made on one motor-alternator on each order only. All tests shall be made at the plant of the manufacturer.
10. High Speed Test. Immediately after the above test, or with motor-alternator at operating temperature, the motor-alternator shall be operated continuously for five minutes, without load, at a speed 25 percent greater than rated speed. 11. Air Temperature. The tests may be made at any ambient air temperature, preferably not below 15 degrees C. 12. Insulation Tests. Immediately after the above tests all parts of the equipment shall withstand, without breakdown, an alternating current potential of 1000 volts plus twice the rated voltage, applied between conductors and ground, for a period of one minute, all metallic parts except conductors being grounded. 13. Mounting. The mounting is to be provided with resilient mounting bushings. Specify whether the bolts are to be supplied with equipment or by purchaser. CONTROL PANELS
1. Line Switch. A line switch, with circuit protection, may be used with motor-alternators under one kilowatt which have all regulating features contained within the machine. Where remote control is specified and on larger capacity machines, starting panels are to be used.
2. Starting Panel. (a) The starting panel is to consist of line contactor (with interlocks where required), starting resistor contactor (with interlocks where required), starting resistor (rectifier and control resistor where required), and circuit protection.
(b) The starting panel shall be not more than 16 inches wide and shall be of either a nonconducting, noncombustible material % inch or more thick or metal l/s inch thick. (c) The panel shall have four lY32-inch holes for the supporting bolts located 14 inches center to center horizontally. (If corner brackets are used they shall be attached to the panel by %-inch cap screws having sixteen threads per inch tapped into the brackets.) (d) There shall be included with the panel, terminals for the attachment of the wires to the panel terminals. (e) Each terminal shall be stamped for identification.
(g) Connections between the pieces of apparatus on the panel shall be, as far as possible, on the back of the panel and soldered.

(h) Fuses and fuse clips, if used, shall be arranged for front application. Cartridge fuses shall be nonindicating and completely enclosed. Open link fuses shall have a side opening slot in one end and an end opening slot in the other, and shall be suitable for mounting on fuse holders, Figure 3 shown on page 2-1-8. Fuse holders are to be furnished. (i) The starting panel shall be such that when connected to the motor-alternator for which furnished, it will satisfactorily perform all of the following functions: (1) Close, when adequate voltage is available, and open the input circuit of the motor-alternator as governed by the operation of remote switches or relays. (2) Open the input circuit to the motor-alternator when the input voltage has dropped below a specified value.
(3) Provide for motor protection.

(4) Provide a suitable step of starting resistance.
Cj) Insulation test corresponding to Paragraph 12, Insulation Test, under Motor-Alternator, applies.
(k) Nameplate will show manufacturer's name, type, serial and catalog numbers.
3. Voltage Regulator. (a) The voltage regulator panel shall be not more than 16 inches wide and shall be of either a nonconducting, noncombustible material % inch or more thick, or metal l ? inch thick.
(b) The panel shall have four l%z-inch holes for the supporting bolts, symmetrically located 14 inches center to center horizontally. (If corner brackets are used, they shall be attached to the panel by Ys-inch capscrews having 16 threads per inch, tapped into the brackets.) (c) There shall be included with the panel, terminals for attachment of the wires to the panel terminals. (d) Each terminal shall be stamped for identification. (e) The apparatus normally subject to replacement shall be so mounted on the panel that it can be removed and reapplied without removing the panel from its supports.
(f) Connections between pieces of apparatus on the panel shall be, so far as possible, on the back of the panel, and soldered.
(g) The voltage regulator panel shall be such that when connected to the motor-alternator for which furnished, it will satisfactorily perform the following function: (1) Type 1. Which is to be used with separate frequency regulator panel, will maintain the output voltage, within rated limits. (2) Type 2. Which incorporates frequency control on the voltage regulator panel, will maintain the output voltage and frequency, within rated limits. (h) Insulation test corresponding to Paragraph 12, Insulation Tests, under Motor-Alternator, applies. (i) Nameplate will show manufacturer's name, type, serial and catalog numbers.
4. Frequency Regulator. (a) The frequency regulator panel shall be not more than 16 inches wide and shall be of either a nonconducting, noncombustible material 3/4 inch or more thick, or metal l/s inch thick.
S-036
(b) The panel shall have four lY3z-inch holes for the supporting bolts symmetrically located 14 inches center to center horizontally. (If corner brackets are used, they shall be attached to the panel by %-inch cap screws having 16 threads per inch, tapped into the brackets.)
(c) There shall be included with the panel, terminals for attachment of the wires to the panel
terminals. (d) Each terminal shall be stamped for identification. (e) The apparatus normally subject to replacement shall be so mounted on the panel that it can be removed and reapplied without removing the panel from its supports.
( f ) Connections between pieces of apparatus on the panel shall be, so far as possible, on the back of the panel, and soldered.
(g) The frequency regulator panel shall be such that when connected to the motor-alternator for which furnished, it will satisfactorily perform the following function:
(1) Will maintain the rated output frequency within rated limits.
(h) Insulation test corresponding to Paragraph 12, Insulation Tests, under Motor-Alternator, applies. (i) Nameplates will show manufacturer's name, type, serial and catalog numbers. DATA SHEET A data sheet containing the following items should accompany these specifications:
1. Nominal rating of motor-alternator 2. Rated voltage of motor 3. Rated voltage of alternator 4. Phase 5. Frequency 6. Speed 7. Rated kilovolt amperes 8. Power factor 9. Type of battery-lead or alkali 10. Battery-number of cells 11. Dynamic balance 12. Length of leads
kw volts volts rPm kva
INSPECTION, SHIPMENT, GUARANTEE, ETC.

1. Inspection. At all stages of manufacture, the purchaser's inspector shall have free access to the work in progress in the manufacturer's plant, or elsewhere, and the manufacturer shall furnish him with every facility and all necessary assistance for assuring himself that the requirements of these specifications are met. No apparatus or part will be accepted which does not, in the inspector's judgment, conform to the specifications and the best practice in construction.
2. Shipment. The manufacturer shall give the purchaser five days' notice of the time when apparatus or material will be ready for inspection or test and shall not ship any units until accepted by the purchaser's inspector, unless otherwise instructed by the purchaser.

3. Guarantee. The manufacturer shall guarantee the equipment against defects of material, design and construction for a period of one year and shall furnish, free of charge, at points designed by the purchaser, parts to replace any which become defective within one year from date of delivery. The manufacturer shall guarantee the equipment to meet the requirements of the specifications and shall, within the f i s t year of service, make such repairs or renewals as may be necessary to bring the performance within the requirements of these specifications, due allowance being made for the effects of normal service.
4. Patents. The manufacturer shall insure the purchaser against any and every loss arising from claim that the apparatus, as furnished, infringes patents not owned or controlled by the manufacturer and shall furnish the purchaser, when required, a satisfactory bond to cover such contingency.
5. Maintenance Data. The successful bidder shall furnish the purchaser with equipment data, parts lists, wiring diagrams and winding diagrams that are required to maintain and repair equipment delivered.
(Former EM-1)
s-038
Association of American Railroads Manual of Standards and Recommended Practices PART 1 GENERAL CAR ELECTRICAL DISTRIBUTION SYSTEM Standard
1. Wiring. The insulation on all wires and cables shall be Electrical Section Specification Nos. 575, 576, or equivalent. No wire smaller than No. 12 AWG shall be used except for fixtures where No. 18 wire is permissible. All wires and cables shall be run in metal conduits. No wire or cable shall under normal operating conditions carry current in excess of values permitted by the National Electrical Code. All wires shall be stranded. Suitable marking shall be provided on each wire adjacent to each terminal. 2. Voltage Drop. (a) The voltage drop between the battery and load voltage regulator input terminal shall not exceed one-half volt at normal load.
(b) The voltage drop between load voltage regulator output terminal and center of load shall not exceed one volt with normal load.
3. Wiring Installation. (a) At all joints and splices, insulation shall be removed from the conductor so that the conductor is not cut, scored or nicked and the surface shall be clean.
(b) Before soldering, all points and splices shall be mechanically secure. When joints and splices are soldered, the soldering flux used shall be free from acid. (c) When mechanical joints or splices are made, the connector manufacturer's recommended practice shall be followed. The type of mechanical connector used shall be subject to approval by the railroad. (d) No splice shall be permitted in conduit. Slack shall be left in wire at junction boxes and other outlets. (e) Care should be taken that no sharp end of wire or solder is left to pierce the insulation and cause a ground or short-circuit. The joint in splice shall be covered with rubber tape to the thickness of the original insulating wall and then covered with friction tape to the overall diameter of the parent insulation. Use of any other types of tape shall be subject to railroad approval.
(f) The entire wiring installation when tested with a 500-volt megger shall have an insulation value of not less than one megohm. 4. Conduit. (a) All conduit shall conform to the requirements of the National Electrical Code, except that a minimum size of 3/s in. may be used. Ends of conduit shall be cut square and the interior reamed smooth, the contour of the material from the inner to the outer walls at the ends being approximately a quarter circle. Conduit shall butt in couplings. Where threads on conduit are exposed, they shall preferably be painted with red or-white lead. The conduit shall be of such size and so arranged that the wires may be pulled in after the construction of the car is completed and pulled out for repairs without the necessity of removing the interior iinish of the car. Conduit and conduit fittings shall be h l y and securely attached to the car body. The conduit system shall be installed so as to form a good continuous electrical conductor and be grounded to the frame work of the car. On steel or steel underframe cars, metallic supports of the conduit system will be considered as constituting an adequate ground.

(b) Strain relief bushings shall be used at all locations where wires leave a conduit, box, or fitting, and are subject to strain. 5. Fuse and Junction Boxes. Fuse, junction, outlet connection, and pull boxes exposed to the weather shall be water-tight. pressed or formed steel boxes may be used subject to railroad approval. Locknuts shall be used on the conduit on both sides of the box wall and conduit bushings on the ends of the conduits. Pull boxes shall be installed where the length of run or number of bends would make it difficult to pull in wires. All boxes shall be installed so that covers are readily accessible. The covers of boxes exposed to the weather shall be applied in such a manner as to make the boxes water-tight.
6. Switchboard and Distribution Panels. (a) Each car should be provided with a switchboard upon which are mounted the necessary switches, fuse terminals, fuse receptacles, or circuit breakers. It is recommended that both sides of each circuit be protected. If fuses are used, they shall be located on the load side of switches.
(b) Distribution panels shall be of the dead-front type. (c) Where metal panels are used, wires and cables shall be adequately protected against chafing. (d) Panels shall be located in lockers separate from the rest of the apparatus. High heat producing elements, such as lamp regulators, high wattage resistors, etc., shall be so located that their heat will not derate fuses or relays. Insulating barriers should be provided where required. Temperatures will be closer to normal and, therefore, protective devices will operate closer to rated values. Such lockers shall have provision for adequate ventilation. (e) If branch circuit fuses are used, fuses and receptacles shall be of the plug type, with rolled threads in accordance with American Standard C81.1-1951, or latest revision thereof.
(f) Use of fused battery, main light and trainline switches, fuses, or circuit breakers is optional.
(g) Terminals for use with link fuses shall be provided as shown in Figure 1. The screws or studs shall be l/s in. in diameter and spaced on 2%-in. centers. The fuses shall be as shown in Figure 1.
7. Terminal Arrangement. The terminal connections of all electrical apparatus shall be plainly marked for identification and polarity. If terminals are arranged horizontally, the positive terminal of each circuit shall be at the right when facing the panel and if arranged vertically, shall be at the top. Terminal posts shall be equipped with locknuts.
S-038

Y 4 " STUD
OR SCREW.
WING NUT
2 0 THDS. PER INCH
WASHER 3 / 4 1 1 DIAM., SCREW CONTACT STANDARD NEC CAPACITY: 101-200 AMPERES 2 5 0 VOLTS AND LESS. FUSE TERMINALS FOR USE ON SWITCHBOARD OR IN BATTERY FUSE BOX WITH LlNK FUSES.
l/8"
THICK
OPEN END LlNK CAPACITY: 61-150 AMPERES 2 5 0 VOLTS AND LESS. LlNK FUSE FOR USE ON SWITCHBOARD OR IN BATTERY FUSE BOX.
Figure 1. Link Fuse and Terminals 8. Fuses, Circuit-Breakers and Other Protective Apparatus in Distribution Circuits. (a) The following table of recommended loading of fuses and circuit-breakers is offered as a guide for use of those who design and install such equipment:
Table of Recommended Loading for Fuses and Circuit-Breakers Recommended Maximum Loading In the open -to 77 degrees F. -to 120 degrees F. In switchboard -to 77 degrees F. -to 120 degrees F. Manufacturers' Rating at 77 Degrees F. (in amperes)
10 15
20 25
35
50

Note-The National Electrical Manufacturers Association recommends that protective devices be loaded not to exceed 70 percent of rating. When laying out circuits, above values given in table should be used as a maximum and preferably reduced to what is considered a good factor of safety if not to 70 percent as recommended by NEMA. (b) Permanent identification shall be provided for all switches, fuses, relays, contactors, resistors, and other electrical apparatus. Ampere ratings of fuses shall be clearly identified.
(c) Where battery fuses are located adjacent to battery boxes, a suitable metal fuse box shall be mounted close to the positive terminal of each set of batteries. This box shall contain a fuse block to accommodate link fuse as used in trainline and light switches, or standard NEC fuse of suitable size, or fuse holder to receive a link fuse designed to replace the NEC cartridge fuse.
9. I t is recommended that applicable NEC rules be followed.
PART 2 ELECTRICAL APPARATUS LOCKERS

1. Lockers for electrical apparatus shall be of steel interior. Clearances between walls of locker and bare live parts of all apparatus or switchboard shall be not less than 1Y2 inches.
2. Where room type lockers are used, sufficient room must be provided to permit a man to stand and work inside locker.
3. All lockers must be arranged such that panels can be readily removed and all parts requiring adjustment are easily accessible.
4. The locker housing the lighting switchboard, air conditioning control, and master control panel or any other controls which train crews are required to operate, must be separate from the locker housing major electrical apparatus.
5 . Adequate lighting shall be provided in electrical lockers.

6. Pipe lines, other than electrical conduit, shall not enter electrical lockers.
7. Metal surfaced interior walls of electrical lockers must be painted with approved electrical insulating paint, or coated with other approved insulating material. The floors of lockers must be covered with an approved electrical insulating material.
8. Nominal voltages used in the car must be plainly indicated inside the electrical apparatus locker. 9. Lighting switchboard and air conditioning master control panel shall be dead front type with circuit breakers in lieu of knife switches and fuses.
10. All contactors, relays, switches, fuses, and resistors must be plainly marked, showing their capacity and use. 11. All wires should be equipped with Railroad approved terminals and identified with markers. Terminal posts must be plainly marked. 12. Electrical apparatus lockers must be properly ventilated to prevent burned out resistors, coils, etc., due to excessive temperatures.

13. In all lockers housing the major electrical apparatus on air conditioned cars, an exhaust fan capable of moving a minimum of 150 cfm of air shall be installed to exhaust air to outdoors under all service conditions.
14. Install grille near bottom of door or in wall of lockers to permit fan to operate at full efficiency. This grille should have an effective free area at least 25 percent greater than the free area of the fan discharge opening.
15. The apparatus locker must be ventilated by its own exhaust fan, independent of any other portion of the car. I t will then be more efficient in handling the duty for which it is installed. 16. The fan may be connected in any one of several different ways, having in mind that it shall be automatically operated whenever needed rather than be dependent on separate manual control. If may be arranged to cut in or cut out with the generator, load regulator, main switch, or blower fan switch, or any other method which will insure automatic operation. The particular method to be used depends on the conditions under which the excess heat is present and may be varied to suit the individual conditions met with in service on any particular car.
Association of American Railroads Manual of Standards and Recommended Practices TRAIN LINES PART 1-ELECTRIC TRAIN LINE FOR AIR BRAKE CONTROL Standard
(Former EM-1) S-039
1. Plugs and Receptacles. (a) The receptacles on ends of cars shall be as shown in Figure 1.
(b) The plugs used on jumpers between cars shall be as shown in Figure 2. (c) The location of the receptacles on the ends of cars shall be as shown in Figure 3. 2. The terminal designation, wire designation and color code for wires in cars and in jumper cable between cars shall be as shown in Table 1.
Table 1 Color Code and Terminal Designation of Wires for Electric Air Brake Control Color Code for Jumper Cable Conforms to NEMA Standard Color Code Wire DesigTerminal nation B+ 1 Service Air Brake Positive Air Brake Negative Air Brake Application Air Brake Release Spare Spare Jumper Braid Tracer
Black, White {White Blue Green Orange Black White Black Blue Green Orange Black White White Red Red Black
Car Wiring Braid Tracer Red Black
3. Minimum size of car wires shall be No. 12 AWG, except Air Brake-Positive Wire (B +) and Air Brake-Negative Wire (AB) to be No. 8 AWG.
4. Minimum size of wires in 8-conductor jumper cable shall be No. 14 AWG, using two wires in parallel for Air Brake-Positive Wire (B +) and two wires in parallel for Air Brake-Negative Wire (AB).
5. Car wires shall be stranded-not
less than 19 strands. less than 37 strands for No. 14 AWG wires.
6. Wires in jumper cable shall be stranded-not
7. Completed jumper between cars shall be 60 inches long overall.
{e\
VIEW SHOWING COVER LOCKING DEVICE.
FOUR MOUNTING HOLES
-----
.-i
rm
$ I i
SOLMR HOLE ~~AM.,~'DLEP.
Figure 1. Electric Train Line Receptacle for Air Brake Control
A-111-126
Figure 2. Electric Train Line Plug for Air Brake Control

A-111-127
Figure 3. Arrangement of Train Line Receptacles on Passenger Cars
A-111-128
Association of American Railroads Manual of Standards and Recommended Practices PART 2 BATTERY TRAIN LINE AND CONNECTORS
1. All cars equipped with battery trainline shall have trainline wires terminate in trainline receptacle designed to use the standard trainline connector shown in Figure 1.
METHOD OF TRANSPOSING TRAINLINE W!RES INSULATING M A T E R I A L
TRAIN LINE COPdNECTQR (NOT FOR USE WITH HEAD END SYSTEM)
Figure 1. Battery Train Line and Connectors
2. Plainly mark voltage on trainline receptacle cover. If color code is desired, colors should be as follows: 32 volts-white
64 volts-black
letters on black background. letters on orange background. letters on red background.
110 volts-black
3. Apply under or adjacent to trainline switch or circuit breaker the following notice:
STOP
This car has volt trainlined only to a car with batteries and must be volt batteries.

4. Apply on inside of locker door as near as possible to trainline switch or circuit breaker the following instructions:
TRAINING INSTRUCTIONS
1. Make sure trainline switches on each car are open.
2. Apply jumper between cars. Breakers must be markings.
volts as shown by receptacle
3. Open battery switch on defective car, and close trainline switch on defective car. Then close trainline switch on car to which jumper is connected.
4. To trainline through car or cars of different voltages, follow procedure outlined above but do not close trainline switch on intermediate car or cars.
5. Before removing trainline jumper, make sure trainline switch on each car is open.

,
PART 3 ELECTRIC TRAIN LINE FOR COMMUNICATION AND ENTERTAINMENT Receptacles

1. The receptacles on ends of car shall be as shown in Figure 1.
2. The location of the receptacle on the ends of cars shall be as shown in Figure 2 and in Figure 3 in Part 1 of this Chapter. 3. The receptacle shall be furnished with a weatherproof cover, hinged at the top on a non-corrosive pin or screw, and with a stainless steel spring.
4. The cover shall have a projection engaging the shoulder of the plug, as indicated in Figure 1, and shall exert not less than ten pounds axial retaining pressure on the plug.
5 . Contact assembly of receptacle shall be so constructed that it can be rotated 180 degrees for alternate (No. 2) receptacle. (See Figure 3 in Part 1 of this Chapter.)
6. Back of contact assembly with leads shall be moisture-proof.

7. When specified by the purchaser, receptacle will be furnished with contact number marked leads of length and construction as required.
8. Contacts shall be floating (not rigidly held in insulation). 9. Contacts shall be of bronze material and solid. 10. Insulation resistance between any pair of contacts and between any contact and the housing shall be not less than one megohm under normal railroad operating conditions.
11. The capacity between any pair of contacts and between any contact and the housing of an assembled plug and receptacle shall be not greater than fifteen micro-micro farads.
12. The insertion and extraction force of single male-and-female contact assembly shall be not less than two nor more than four pounds, after ten insertions of a non-selective assembly.
Plugs
1. The plugs used on jumpers between cars shall be as shown in Figure 2. 2. Contact assembly, if removable from plug housing, shall be so constructed that it can be rotated 180 degrees for alternate (No. 2) plug.
3. Cable assembly with plug shall be waterproof and so designed as not to transmit any pulling strain to contacts.
4. Contacts shall be female and split, and shall be of bronze material.
5 . Insulation resistance between any pair of contacts and between any contact and the housing (if of a conducting material) shall be not less than one megohm under normal railroad operating conditions.
Association of American Railroads Manual of Standards and Recommended Practices 6. The capacity between any pair of contacts and between any contact and the housing of an assembled plug and receptacle shall be not greater than fifteen micro-micro farads.
Figure 1. Electric Train Line Receptacle for Communication and Entertainment
S-039
Figure 2. Electric Train Line Plug for Communication and Entertainment A-111-133

7. The insertion and extraction force of single male-and-female contact assembly shall be not less than two nor more than four pounds, after ten insertions of a non-selective assembly.
8. Plugs shall release from locked-in position in receptacle when excessive force is applied to cable, without damage to cable, plug, or receptacle.
Car Wiring
1. All conductors and shield wires shall be of soft-annealed, tinned copper wire as per latest ASA specification.
2. Separator shall be used between conductor and insulation unless free stripping compound is used. 3. All fabric braids shall conform to latest ASA specifications and shall be saturated with weatherproof and flame-resisting compound. 4. The stranding of conductors shall be not less than as given below.
Wire Size-AWG
No. No. No. No. 18 16 14 12
Minimum Strands
5. All conductors shall be individually insulated with a waterproof material meeting insulation requirements of latest ASA specification for class A 0 600-volt service.
6. The effective capacity between the two conductors of a twister-pair shielded cable, with shield grounded, shall not exceed 30 micro-micro farads per foot.
7. The terminal designation, wire size, and color code for wires in cars shall be as shown in Table 1.
Circuit in No. 1Receptacle Shield Common Control Negative Control Control

Entertainment Entertainment Entertainment
Terminal No.
1
TABLE I Minimum Wire SizeColor AWG Code

No. No. No. No. No. No. No. No. No. No. No. No. No. 12 12 16 18 18 18 18 18 18 18 18 18 18 Red Orange Black Black Orange Black Black
P. A. Input P. A. Output
Green Black
A-111-134
Circuit in No. 2 Receptacle Shield Common Battery Positive (64-volt d-c) Battery Negative (or Common) 32-Volt Dial 64-Volt Dial 110-Volt Dial Voice Channel Telephone Spare Channel Entertainment Spare Spare Voice Channel Crew Telephone
(Brackets indicate shielded pairs)
S-039
8. Wire Nos. 5 and 6, 7 and 8, 9 and 10, 11 and 12, 13 and 14, respectively, shall be twisted pair with a 60 percent woven wire shield. Shield wire size shall be not smaller than No. 34 AWG. Outside shielding shall be jacketed with a waterproof and abrasion-resistant material providing an insulation resistance greater than one megohm per 100 feet between shield and water. The test shall be made at 500 volts, direct current, and after 24 hours submersion at 60" F. The color coding in Table 1 conforms to RMA standard for wire Nos. 2, 3, and 4 and channel Nos. 1 to 5, inclusive.
Jumper Cable
1. All conductors and shield wires shall be of soft annealed, tinned copper wire as per latest ASA specification. 2. Separator shall be used between conductor and insulation.
3. All conductors shall be individually insulated with a waterproof material meeting insulation requirements of latest ASA specification for Class A 0 600-volt service.
4. The effective capacity between the two conductors of a twisted pair shielded cable, with shield grounded, shall not exceed 50 micro-micro farads per foot. 5. The jumper cable shall be a spiral concentric lay assembly, not more than six inches per lay, of seven shielded pair cables or five shielded pair cables with two No. 12 AWG and one No. 16 AWG non-shielded single conductors. The cable shall be suitably jute filled, or equivalent, and covered with an outer jacket of a waterproof and oil, f i e , and abrasion-resistant material not less than %-inch thick. The outer diameter will be approximately 1% inches. The jumper cable shall withstand bending around a mandrel having a diameter ten times the outer diameter of the cable without cracking or flowing of the insulating material at any temperature between minus 40" C. and plus 60" C. An alternate jumper cable shall be made up of five shielded pair cables with two No. 12 AWG and one No. 16 AWG non-shielded single conductors encased in a waterproof and oil, fire, and abrasion-resistant, reinforced hose. The hose shall be firmly secured to each plug in such manner as to meet requirements of paragraphs 3 and 8 under Plugs. Wires may be marked at each end according to corresponding contact numbers in lieu of color coding. The assembled jumper cable with plugs shall be 69 inches overall. 6. Each shielded pair cable shall be made up of a twisted pair of No. 16 AWG conductors with a 60 percent woven wire shield over the twisted pair. The shield wire size shall be not smaller than No. 34 AWG. The shield shall be covered with an abrasion resistant material of not less than 0.0125 inch thickness to insulate adjacent shields electrically and mechanically. This shield insulation shall be so applied as to fill the voids in the shield braid and be completely bonded to the same. 7. The stranding of conductors shall be not less than given below:
Wire Size-AWG
No. 16 No. 12
Minimum Strands
65-No. 65-No. 34 AWG 30 AWG
s-039
Association of American Railroads Manual of Standards and Recommended Practices 8. The color code and terminal designation for conductors in jumper cable shall be as shown in Table 2. TABLE 2
Color Code of Conductors
Seven Pair Cable

Red Red Orange Orange Brown Black Red Black Orange Black Yellow Black Green Black
Five Pair, Three Single Conductor Cable Red (No. 12 AWG)

Orange (No. 12 AWG) Yellow (No. 16 AWG) Brown Black Red Black Orange Black Yellow Black Green Black
Conductor Connects to Terminal No.
Shield Connects to Terminal No.
Association of American Railroads Manual of Standards and Recommended Practices PART 4 ELECTRIC TRAIN LINE FOR INTER-CALL BELL SYSTEM RECEPTACLES AND PLUGS.
1. Each car so equipped shall have two call bell receptacles, one on each end of the car, located in accordance with Figure 3 in Part 1 of this Chapter. Receptacles shall be connected with positive contact to the right when facing receptacle, and shall have a dry cell voltage of six volts.
2. The call bell receptacle shall be a unit molded of high impact plastic material, supported in cast metal housing and polarized for engaging the plug.
3. The receptacle shall be fitted with a non-corrosive detent spring to hold the plug in its engaged position, and so arranged as to release the plug without damage to the receptacle, plug, or cable if cars become disengaged.
4. The receptacle may be either horizontal, as in Figure 1, or with an angle of approximately 15 degrees with horizontal to facilitate operation of the plug, as in Figure 2.
S-039
Figure 1. Inter-Call Bell Receptacle-Horizontal A-111-138
S-039
BRONZE
'a ---2
227/32"--.---
""II
CAST IRON
b
HAMMERTEST BAKELITE
Figure 2. Inter-Call Bell Receptacle-15
Degree
5. Contacts shall be solid and made of bronze material or German silver, which have a low resistance and are especially fitted to resist corrosion.
6. The plug shall be made of high impact plastic or molded rubber with a strain relief to take the cable described below. Contacts shall be slotted and made of the same material as used in the receptacle. Dimensions and make up of plug are shown in Figure 3.
S-039
Figure 3. Inter-Call Bell Plug 7. The jumper cable shall consist of a length of two-conductor No. 12 Type "S" portable cable in accordance with AAR Spec. No. 561 which, when connected to the plugs, will result in an overall length of 48% inches, one or two as specified elastic rings %-inch diameter are to be applied over the cable, each ring having an outside diameter of 2% inches.
Association of American Railroads Manual of Standards and Recommended Practices PART 1 GENERAL LIGHTING OF PASSENGER CARRYING ROLLING STOCK Recommended Practice
(Former EM-3) UP-040
The basic purpose of any illumination system is to provide sufficient amounts of light in such a manner as to make a particular seeing task or group of such tasks both possible and comfortable. In achieving a desirable result, many factors must be integrated. These factors are physical and psychological and it is very difficult to determine which has the greater weight in the overall evaluation of a lighting system. Illumination has progressed from a concept of pure utility, as evidenced by the bare electric bulb on a cord, to a combination of elements combined to provide not only utility but also beauty which the wise architect and/or designer considers a basic part of his design. All the general requirements of good lighting such as reduced, direct and reflected glare, elimination of deep shadows and excessive brightness ratios that will interfere with good vision, apply to railroad cars. The lighting engineers, the designers and carbuilders should join forces to create a most attractive, comfortable and efficient lighting system with due regard to the economic factors involved. A railway passenger car has certain fundamental limitations which effect the proper design of a illumination method. The length, height, and width of the car are fixed by track gauge and clearances. The inherent physical characteristics of the car with its maximum utilization of space, air ducts, conduit, structural members and limitations of power supply poses deterrents in the path of the lighting designer. Proper color of upholstery, walls and ceiling is necessary to utilize any lighting system to its greatest advantage. Relatively light colors with a high reflection factor should be used. The wall colors or finishes should have a reflection factor of 35 to 50%. Glossy finishes are to be avoided. Ceilings should have a minimum reflection factor of 80%. Matte finishes are recommended to avoid so-called "hot-spots" and reflection of light sources. Lighting is important for the passengers from the time they board the train, beginning with that for the vestibule and platform, which must be designed so that they board and detrain safely. While on the train, the seeing activity of the passengers ranges from sleeping or dozing to casual reading, interrupted by conversation, glancing around the car, and at the scenery, to concentrated reading. In some cases, particularly in bedroom or roomette accommodations, serious report study and writing are evidenced. The problem thus resolves itself into providing lighting (from one or more systems) which is satisfactory for the varied activities of the passengers. In designing this lighting, consideration should be given to: (a) Amount of Light. (b) Glare-Direct and Reflected. (c) Brightness patterns in the field of view. (a) Amount of Light-the amount of light for the various areas is covered in the table of suggested foot-candle values. (See Table 1.) In most cases, the amount suggested will be a compromise between the amount of light desired and the amount practical to provide because of power and space limitations.

(b) Direct glare should be eliminated in so far as possible, by proper shielding of both filament and fluorescent sources. Reflected glare is caused by light source brightness reflected from shiny material, such as magazine or book pages, mirrors, or specular surfaces. The location of lighting apparatus, particularly that with high brightness sources, should be such that reflected glare does not occur from the work (books, etc.) or mirrors placed at usual locations with respect to the passenger's eyes.
TABLE NO. 1 SUGGESTED MAINTAINED FOOT-CANDLE VALUES (These values are suggested for new equipment.) Area Coach Seats.. ............................................. Wash room ....................................... Dining ............................................... Kitchen, pantry, buffet and service........ Lounge and Social area........................ Tavern and Snack Bar. ......................... Sleeping Accommodations Seats ............................................... Mirror ............................................. Passageways ....................................... Vestibule Platform .............................. Footcandles Where Measured*
45" reading plane, 33" above floor Horizontal plane, 3 0 above floor On tables On work surfaces 45" reading plane, 33" above floor On tables or bar 45" plane, 33" above floor Vertical plane, 16" from mirror At floor At floor, center of trap door
*See Chapter 6 for details of measurement procedure. (c) The subject of brightness patterns as they provide visual comfort and visual effectiveness is of primary importance to lighting designers in all fields of application. More information is developing as studied analysis of installations and basic research continue. At present, it is considered that the most satisfactory and comfortable lighting results are attained for periods of close visual activity when the following brightness relationships within the field of view guide the lighting plan: The task brightness is considered the basis for recommended brightnesses within its surrounding. In car lighting, brightnesses in the area immediately surrounding the task (a 60-degree cone whose axis coincides with the line of s i g h t s e e Figures 1 and 2) which are either noticeably greater than task brightness, or less than one-tenth the task brightness, contribute to discomfort, and are, in general, distracting. As the task brightness increases or as the duration of the task lengthens, a lower ratio becomes desirable. The brightness in the general surroundings outside the 60-degree cone, referred to above, should not materially exceed ten times that of the task, or be appreciably less than one-tenth of it. These brightness ratios can best be obtained by proper shielding of the light sources, and the use of light ceilings, side walls, window frames and upholstery. In addition to providing better seeing conditions, these factors will make the car a cheerful and pleasant place in which to travel.
Association of American Railroads Manual of Standards and Recommended Practices BRIGHTNESS RATIO ZONES
FIG. t C A M E R A P L A C E D I N E Y E F O S l T l O H SHOWS P I E i \ E R A L M A G N I T U D E O F T H E V I S U A L Z O N E S FOR R E A D I N G A BOOK. THE R E F L E C T L Y C E S OF M A J 0 4 I N T E R I O R S U R F A C E S A S W E L L A 5 L I G H T I N G O E S I G N D E T E F W ! N E THE B R I G K T WETS R A T I O S B E T W E E N ZOHES.
FlG.2 THIS 03AWlNG SHOW5 T H E APPROXIMATE L I M I T S OF T H E V I S U A L FIELD AN3 THE RELATIVE S b Z E O i T H E T H R E E ZONES W H E N THE HEAD IS B E N T FORWARO AND T H E E Y E S A R E F I X A T E D OH A S M A L L T A S K . AS T H E E Y E S OR H E A D b ! O V E , T H E G A Z E S H I F T S F R O M ZOHE TO ZOHE.
Figs. 1and 2 A-111-143
Association of American Railroads Manual of Standards and Recommended Practices PART 2 MAIN LINE COACH LIGHTING
A main line coach provides more kinds of service than any other passenger carrying vehicle. It may be in use twenty-four hours per day and combine all the varying functions of the specialized cars. In addition to its daytime use by passengers who wish to view the scenery, read or relax in comfort, it also provides service during the evening and night hours when its utility and comfort depend in large measure on the design of its lighting system. In the early evening hours, the passengers may wish to talk, read, eat or just relax. Later, while the majority would wish to sleep, there may be some who would like to continue reading and the lighting system or operating procedure should provide for this as well as movement through the car by both passengers and crew when set up for the night operation.
The specific lighting requirements vary throughout the coach and are discussed under the different areas:
1. Coach Section
(a) Seeing Requirements-Normal (1) Reading. (2) Other Similar Seeing Tasks. (b) Night Occupancy.
(1) Safety. (2) No Distracting Brightnesses.
Normal lighting is provided from fixtures located in ceiling and/or adjacent to or in the bag rack. The suggested average illumination value on reading area should be 20 foot-candles with all lights "on," measured on 45" plane 33" above the floor at the center front edge of the seats. (See Chapter 6--Evaluation Measurements and Tests.) The lighting system should also provide general illumination over the ceiling and throughout the coach area in order to insure an attractive and comfortable atmosphere. For general requirements of a good lighting system, see Chapter 3, Part 1. For night occupancy, a low level of illumination is necessary for safe movement through the car, and for the comfort of sleeping passengers. This may be accomplished by use of night lights in fixtures located in seat pedestal or included in the overhead fixtures:
2. Lounge-Washroom
Section.
(a) Seeing Requirements.

(1) Shaving or Make-up. (2) Reading. (3) Lounging.
The lighting requirement is to provide general illumination and mirror lighting from fixtures on ceiling and from side walls or in combjnation. The suggested average illumination value is 15 foot-candles measured on a horizontal plan 30" above the floor a t the front edge of the seats. For the use of the mirrors the suggested illumination value is 30 foot-candles on the face, measured in a vertical plane at a distance of 1 6 from plane of mirror. This may be achieved by supplementary mirror furtures or careful planning of the overall lighting.

3. Toilet Section.
A lighting fixture, generally located in the ceiling, should be provided in the toilet section.
4. Passageway.
Seeing Requirements: Safety. General illumination from fixtures in ceiling or side wall to provide uniformity of lighting throughout the length of passageway. The suggested average illumination is 5 foot-candles measured on the floor along the center of passageway. (See Chapter 6.)
5. Vestibule-Platform.
See Requirements: Safety.
A general lighting system for safety in loading and unloading at both track and vestibule level is generally provided by fixtures over each trap door illuminating vestibule and step area.
Supplementary lighting where desirable may be provided by step lights located in step well to increase illumination levels over steps andlor a loading light located adjacent to step, beamed to give increased illumination in front of steps. In the case of coaches with vestibules at only one end, a fixture should be located outside of the body end door at the non-vestibule end of the car. The suggested illumination value is 5 foot-candles on the platform of the car directly beneath fixture.
PART 3 SUBURBAN AND SHORT HAUL COACH LIGHTING

The suburban and short haul coach while requiring good lighting for appearance and proper utilization does not offer the comfort and convenience of the main line coach. The lighting task is to provide adequate general illumination for reading and train servicing. The suggested average level is 20 foot-candles on the reading plane (See chapter 6 for details of measurement). This level of illumination will promote safety and speed ticket or fare collection. Vestibules or entrance ways should be well illuminated to meet the requirement of rapid loading and unloading. An average of 5 foot-candles on the floor of entrance ways is suggested. Supplementary lighting such as bag rack fixtures is not required if the general illumination meets the above requirements and conforms to Chapter 3, Part 1. Toilet or washrooms can be adequately lighted by ceiling fixture providing general illumination only. Mirror lighting is not considered necessary in this type of service.
PART 4 DINING AREA LIGHTING

The functions of a lighting system in dining cars are to enhance the appeal of the interior decorations, table settings, food and to assist in creating a comfortable, pleasant atmosphere for the diners. Quality and color of light under these circumstances are of more importance than quantity, which should, however, be adequate for safety and convenience. The suggested level is 15 foot-candles measured as described in Chapter 6.

Basically, modern diners can be adequately illuminated by means of two continuous rows of luminaires, one on each side of the car. As dictated by interior design, the rows may be recessed in the ceiling with a diffusing medium below the lamps, or mounted in coves on each side of the car. The coves may be modified to obtain some direct "down" light in addition to that on the ceilings, or small incandescent lights recessed in the cove may be added over each table. Where indirect cove lighting is used, some additional light to accent the tables is generally necessary, and if not provided by direct "down" lighting, may be obtained by the use of incandescent table lamps on the wall side of each table. The selection of the system should be governed by the overall decor of the car and the effects desired. Direct "down" lighting on a table results in sparkle to the silverware and glassware that cannot be obtained from diffuse illumination, and is an important aid in the stimulation of eye appeal. The proper color characteristics of the light sources are important if the source is fluorescent. The presently designated Deluxe Warm White lamps provide overall color rendition which is complimentary to the appearance of people, food and interior furnishings. (See Chapter 5, Part 3, Selection of Fluorescent Lamps. For general considerations of good lighting see Chapter 3, Part 1.)
PART 5 KITCHEN-PANTRY-BUFFET AND SERVICE AREA LIGHTING

High levels of quality illumination are required in these areas for the utmost efficiency of operating personnel. Good illumination also insures good appearance of food and its proper inspection. The suggested average level of illumination is 10 foot-candles. Quality of lighting is important especially in regard to color. See Chapter 5, Part %Selection of Fluorescent Lamps. In addition to general lighting usually supplied by ceiling mounted fixtures, supplementary lighting should be provided over all work areas. The service window between the kitchen and pantry should be well lighted to facilitate food inspection. Refrigeration cabinets should have at least one incandescent bulb per compartment operated by automatic door switches. (See Chapter 6 for evaluation measurements and test.)
PART 6 SLEEPING CAR LIGHTING

The lighting of passenger space on a sleeping car should conform to all those general principals for good lighting as covered in Chapter 3, Part 1. I t should lend to the comfort, convenience and beauty of the accommodations. As in any good lighting installation, the ability to perform the visual task is the primary consideration. In any sleeping accommodation, the following visual tasks are normal; (1) Lounging. (2) Card Playing. (3) Reading, Writing, Typing, Work on Business Forms. (4) Shaving, Applying Cosmetics, Hair Dressing, etc. Any of the above functions, with the exception of No. 4, could take place over a prolonged period of time, and the lighting system should be based on this possibility.
RP-040
The arrangement of bunks and provisions for the upper bunk storage in the daytime severely limits the ceiling area available for luminaires. Structural members, air ducts, and conduit runs also have a limiting effect on usable ceiling area. In general, the location and maximum size of a fixture in the ceiling is fixed by the conditions outlined above. The general illumination should be such as to meet the requirements for lounging or card playing and to provide sufficient component of illumination to the upper walls and ceilings for the elimination of unpleasant contrasts. The suggested illumination level is 20 foot-candles measured as described in Chapter 6. Supplementary lighting sources may be required to furnish the higher level of illumination required for prolonged reading and typing or processing business forms. Bed lamps are furnished and so placed as to provide a suitable source for reading in bed. Here again, as in the case of the ceiling fixtures, freedom of design and optimum use of materials are limited by the physical characteristics of the application. Bed lamps should be so designed as to provide a concentrated beam of light for the reading task and a component for general illumination to relieve excessive contrasts.
PART 7
LOUNGE AND OBSERVATION-CAR
LIGHTING
Modern lounge and observation cars are used to furnish extra convenience and comfort for railroad passengers and because of the different types of services they provide their lighting needs are many and varied. The problems involved in the lighting of these cars are a combination of those encountered in the lighting of the various areas of other type cars as previously enumerated. Each of the areas listed has some lighting tasks that are not common to the other areas and should be treated separately and distinctly. In the l o u n g m r parlor-car section, the lighting tasks consist mostly of seeing requirements for reading and lounging, with a suggested light level of 20 foot-candles measured on a 45" plane 33 inches above the floor at the front edge of the chair. This may be accomplished by coach-lighting methods such as two rows of luminaires, one on each side of the car ceiling, or by one row of luminaires in the center of the car ceiling and additional rows or lights on each side of the car over the windows. In the dead-end, observation-type car, the luminaires preferably are extended to meet at the rear of the car, conforming to its curvature. Special lighting may be added, such as table lamps, mirror or picture illumination to add lighting interest and also suitable dimming or night-light features. In the recreational area, the bar may be illuminated by ceiling luminaires above the bar on mirrors or both and lights should also be located under the bar to illuminate the bar work area. Tables for card playing, cocktails or light lunches should employ dining-car illumination (see Chapter %Part 4) produced by luminaires mounted on the ceiling or recessed in the side of the car over each table, or by wall lamps mounted on the wall side of the table. The exact method used would depend on the location or arrangement of the tables. For illumination of sleeping accommodations in a lounge-observation car, reference should be made to Chapter 3--Part 6. For illumination of the kitchen or pantry service area in a lounge or observation car, see Chapter 3, Part 5. Treatment of vestibule-area lighting should be by means of fixtures located over each trap door, the same as for the vestibules in coaches, dining cars or sleeping cars. Referent-Chapter 3, Part 2. In all areas where fluorescent lighting is used, color characteristics should be taken into consideration to provide complimentary color rendition to the appearance of people, food and furnishings. See Chapter 5, Part 3, Selections of Fluorescent Lamps, and Chapter 3, Part 1 for General Considerations of Good Lighting.
RP-040
Association of American Railroads Manual of Standards and Recommended Practices CHAPTER 5 LAMPS PART 1 RECOMMENDED LAMPS FOR PASSENGER CAR LIGHTING TABLE NO. 1 Schedule of Standard Incandescent Lamps for Steam Locomotive Service
*Ordering Reference
Watts
15 50 100 200 250 250
Voltage
34 34 32 30 32 32
Bulb
S-14 A-19 A-21
PAR-56 P-25 P-25
Base
Med. Med. Med. Sc.Term. Med. Med. Pref.
Remarks
Cab (inside frosted) Cab (inside frosted) Headlightswitching service Headlight Headlight Headlight
Association of American Railroads Manual of Standards and Recommended Practices STANDARD LAMPS FOR TRAIN LIGHTING SERVICE TABLE 3 (a) Filament Lamps ***Ordering Reference Watts Volts Bulb
S-6 S-6 Blue A-17 A-19 T-8Yz S-11 S-11 A-19 T-8% A-21 A-23
RP-040
Base
Cand.Sc. Cand.Sc. Med.Sc. Med. Sc. Med. Sc. D.C.Bay D.C.Bay Med. Sc. Med.Sc. Med.Sc. Med.Sc.
Filament
Remarks
Indicator Night light Inside frosted Inside frosted Inside frosted Clear Clear Inside frosted Inside frosted Inside frosted Inside frosted
#60 volt lamps supplied with C-7A filament.
TABLE 3 (b) Fluorescent Lamps (Med. bi-pin bases)

Available in standard cool white, de luxe cool white, standard warm white, de luxe warm white and white (except as noted).
***Ordering Reference
Watts
Bulb
Nominal Length
Remarks
Preheat type Preheat type Preheat type Preheat type Preheat type Preheat type Preheat type Preheat type Instant start type Rapid start type
Association of American Railroads Manual of Standards and Recommended Practices TABLE 3 (c) Slimline Type (Single pin base) ***Ordering Reference Watts Bulb Nominal Length Remarks
*14 watts direct current, 13 watts alternating currentavailable in standard cool white, standard warm white and white. **Available in white. ***When ordering give ordering reference, as well as color designation for fluorescent lamps or voltage for filament type lamps, following ordering reference.
Association of American Railroads Manual bf Standards and Recommended Practices CHAPTER 6 EVALUATION MEASUREMENTS AND TESTS PART 1 GENERAL
Since the primary considerations in railway passenger car lighting vary with the accommodations and the task as described, evaluation measurements should be based on tasks or functions normally found in the full complement of railway passenger cars. In evaluating the lighting for any particular car the applicable combination of measurements will have to be employed. The following general factors apply to any tests:
1. All extraneous light should be excluded.
2. The voltage should be held constant at the switchboard or the voltage measured for each reading and the reading corrected for any voltage deviation from normal.
3. Fluorescent lamps should be burned 100 hours before tests are made. (See Chapter 5, Part 1, Lamp characteristics-Fluorescent).
4. Fluorescent systems should be lighted for at least one-half hour before any readings are taken.
5. When photo-electric cell type instruments are used, the car should be at a temperature above 60" F. and such instruments should have their cells exposed to the approximate levels of illumination to be measured for at least 15 min. prior to taking any readings.
6. When testing the illumination of a car, a careful record should be taken of the condition of the car and the method of making the test.
Information should include the following: (a) Name and number of car. (b) Location when test is made. (c) Names of those conducting test. (d) Date. (e) Time of Day. (1) Daylight with shades drawn. (2) Night with shades drawn. (3) Night with shades up. Unshaded windows are black surfaces with very low reflectance factors. Shades are usually of a much higher reflectance value.
(f) Instruments used, date of last calibration, and whether equipped with color correction
filter.
( g ) Identification of area tested.
(h) Color and cleanliness of walls, ceiling, upholstery and floors. (i) Type of lighting fLvtures and record of which fixtures were lighted.
RP-040
Cj) Conditions of fixtures.

(1) New or old. (2) Type of reflector and condition. (3) Cleanliness.
(k) Wattage and rated voltage of lamps. (1) Color of lamps, if fluorescent. (m) Voltage at switchboard. (n) Location where readings were taken.
(0)
Description of readings. (1) Horizontal or vertical plane, or 45" plane. (2) Distance above floor.
Association of American Railroads Manual of Standards and Recommended Practices PART 2
A. Reading Plane Measurements:

Measurements of foot-candle values will be made at the center front edge of each set on a 45" plane, 33 inches above the floor with the meter or test plate turned toward the seat. (Approximate reading plane.) Where seats are reversible, measurements should be taken with the seat in the forward and reverse position, Where seats are double, as in a coach, readings should be taken at both the aisle and window seats. Sufficient readings should be taken throughout the space to determine any variations between center, sides and ends of the area being measured.
B. Dining or Other Table Measurements:

Readings will be taken with the paddle or meter lying face up on the table. At a two-place table, two measurements will be made--one in the center of each half of the table. At a four-place table, four readings will be taken, one in the center of each quarter of the table.
C. Aisles and Passageways:

Here the task calls for horizontal measurements at the floor level. One reading at selected intervals on the longitudinal center line of the passageway should be taken. Enough readings should be taken to get a good average over the total length.
D. Vestibules:
Readings should be taken at the floor on a horizontal plane, one reading at the center line of the car, one at the center of the trap door and one at the outer edge of the trap door at the center. One reading should be taken with the trap door open and the meter or paddle at the center of the lowest step.
E. Postal Cars:
Refer to Railway Mail Service Specifications.
F. Kitchens and Pantries:

Measurements will be made on a horizontal plane at all work surfaces. Sufficient readings should be taken to obtain a good average for the whole surface. Refer to requirements of the U.S. Public Health Code. Refer to the type of car or area to be measured for suggested levels of illumination.
(Former EM-8) S-041
Association of American Railroads Manual of Standards and Recommended Practices STANDBY PLUGS AND RECEPTACLES Standard
1. The plugs must conform to the AAR dimensions insofar as the mating portions are concerned.
2. Housings for both male and female plugs shall preferably be of an insulating material which will withstand the rough usage incidental to railroad operations. The design of the plugs shall be such as to permit renewal of contacts which shall be of the soldered or pressure type. All parts of pressure type terminals shall be made of a non-corrosive material.
4. The ultimate temperature rise of contacts at 100 amperes shall not exceed 35 C when connected to cables having a maximum rise of 30 C at 100 amperes.
5. Contacts shall be plated to resist corrosion and wear and to insure good contact.
6. The wiring space in the plug housings shall be sealed in such a manner that moisture will be excluded without the use of potting compounds.
7. Barrier insulation in the wiring space shall be of materials having a dielectric strength of not less than 250 volts per mil and with adequate creepage path between metal parts. Creepage path shall be in more than one plane.
8. Where grommets are used to take care of difference in diameter of type G and type W cables, two grommets shall be provided. These grommets shall be shipped inside of the wiring space to insure the proper grommet being available for the original assembly. 9. If rubber is used as an insulting medium for support of contacts, it shall conform to ASTM Specifications D-735-57T, Grade No. SB-705-F1, having a dielectric strength of not less than 250 volts per mil. If other insulating material is used, it shall have a dielectric strength of not less than 250 volts per mil and less than 4 percent water absorption at the conclusion of 24 hours submergence. Assembled units shall have an insulation resistance of not less than 5 megohms between contacts and between contacts and ground.
10. Means to permit identifying the top side of plugs by touch shall be provided in the form of one or more ridges on the outer surface of the mating portion of male and female plugs. The ridge or ridges shall be parallel to the contacts. Figure Figure Figure Figure 1-Shows dimensions of mating %Shows dimensions of mating 3-Shows dimensions of mating &Shows dimensions of mating portion portion portion portion of of of of Yard receptacle. Yard plug. Car receptacle. Car plug.
S-041
Figure 1 Yard Receptacle
s-041
Figure 2 Mating End of Male Contact Plug Yard Outlet End of Standby Cable
S-041
Figure 3 Car Receptacle A-111-157
s-041
\
Figure 4 Mating End of Female Contact Plug Car End of Standby Cables
SEC. A-A
11. Means shall be provided for continuity of equipment grounding circuit between plug housings and housings of yard and car receptacles When car receptacles are swil mounted, a threaded hole with screw shall be provided on the outside surface of the receptacle housing, to permit establishing a ground circuit around the swivels and bracket mounting. Grounding jumper shall preferably be connected to conduit or car structure.
Association of American Railroads Manual of Standards and Recommended Practices PROPER PHASING OF 240-VOLT, 60-CYCLE, 3-PHASE WAYSIDE RECEPTACLES AND PLUGS
S-041
Phase Rotation, Plugs and Receptacles for use in Yard and Station Standby Service with 3-phase, 60-cycle Power. The receptacles on the right-of-way and the standby cables shall be wired so that the phase rotation shall be 1-2-3 at terminals marked 1, 2 and 3 of the plug that connects to the car receptacle, Figure 5; so that the voltage across the terminals 1 and 2 shall lead by 120 the voltage across terminals 2 and 3.
Figure 1 Phase Rotation Connection Diagram for Standby Plugs and Receptacles
(Former EM-1) RP-037
Association of American Railroads Manual of Standards and Recommended Practices AIR CONDITIONING RECOMMENDED PRACTICE Adopted 1939. Revised 1951, 1955
PART 1 GENERAL SPECIFICATION FOR HEATING OF PASSSENGER TRAIN CARS
A-1. This specification covers the general requirements for the heating of passenger train cars, except head end cars, including the temperature control apparatus for cooling, ventilating and heating service; also the floor heating surface, pressure regulators, valves, traps, fittings, pumps (when specified), thermostats, relays, and switches for the satisfactory operation of the system to insure "comfort" conditions in the car. A-2. It is a coordinated responsibility of the car builder and heating equipment manufacturer to have a mutual understanding and agreement of the load requirements as defined by the following items.
a) b) c) d) e) Type of car, i.e., coach, diner, sleeper, lounge, etc. Type of car construction; also dimensions of car. Thickness and type of car insulation. Type and area of windows (sq. ft. glass surface). Fresh air c o n t e n k u . ft. per minute. f) Maximum variation in outside temperature. g) Sun load, passenger load, and type of service. h) Type of air distribution. i) Voltage and characteristics of electrical energy.
A-3. The system shall be kept simple and reliable, both electrically and mechanically, and thereby lower the cost of maintenance and reduce road failures to a minimum, but this should not be done at the expense of wide variations in car temperature, beyond those defined in C-1. B-MATERIAL AND WORKMANSHIP
B-1. All materials used in the construction of this apparatus must be the best of their respective kinds for the purpose intended, and the workmanship must be of high quality in every respect. C--DETAILS OF DESIGN C-1. Uniform temperature shall be maintained in the occupied area, both horizontally and vertically. Allowable variation is 2" F. in the zone 6 in. above floor to 4 ft. above floor, end-to-end of car, with the outside air temperature varying within the limits specified by the railroad. C-2. Extreme temperature variations of the heating source should be avoided. Passenger contact surfaces should not exceed 120"F. The temperature of the glass area should be not less than 55" F. and the wall surfaces should be not less than 65" F. with an outside temperature of zero degrees F.

C-3. Heating and cooling should be so interlocked that, with low outside temperatures, heating only is available, while with the high outside temperatures cooling only is available, but in the moderate temperature range means should be provided for overriding the selector thermostats and then control is handled entirely by inside thermostats to provide cooling or heating as dictated by car requirements, namely: with a few people in the car heating may be necessary, while with many people in the car cooling may be required. C-4. The thermostats should have a sensitivity of plus or minus 0.3" F. and an accuracy differential of plus zero, minus 0.5" F. C-5. The thermostats should be reasonably resistant to mechanical vibration of the car and to electrical surges imposed by the relay coil. Arbitrary figures of at least log and 500 volts R.M.S. are acceptable. C-6. Thermostats shall be capable of withstanding an electrical test of "15 makes and 15 breaks consecutively" while carrying twice normal current at maximum voltage. C-7. Thermostats shall be protected so that electrical faults in the power system will not result in failure of the thermostat. C-8. Relays, switches, solenoids, and contacts should be of rugged design to withstand railroad service, and be properly insulated to prevent grounding. C-9. The pressure regulating devices shall be simple and rugged in design capable of handling the maximum and minimum steam flow required to heat the car with varying head pressures as obtained in passenger car service, and maintain the desired pressure on the outlet side. C-10. The thermostatic traps shall be of rugged design to withstand railroad service, adequate size for the surface handled and shall shut off tightly without "steam blows." The flow of condensate shall not be restricted either in the trap or tailpiece. C-11. A suitable thermostatic trainline drain shall be provided for each car. C-12. I t is the responsibility of the car builder to adequately insulate the steam lines beneath the car floor and protect them against damage from flying ballast. The lines should be properly pitched so that condensate will drain to the traps and there will be no pockets where condensate can accumulate and freeze. Discharge from traps should not be closely adjacent to or below electrical apparatus on car in order to preclude any interference. The heating equipment manufacturer and the car builder shall agree that the above requirements are met. The number of traps shall be kept at a minimum but not at the expense of freezing the lines. Location of traps shall be approved by the railroad. (2-13. The trainline connectors shall be of rugged construction to withstand railroad service and shall be so designed that they can be kept tight to eliminate "steam blows." (2-14. The overhead heat shall be controlled to insure uniform outlet temperature, avoiding hot and cold streams of air in the passenger zone and be varied with the outside temperature. C-15. The control of the overhead heat shall be coordinated with the floor heat to maintain the conditions outlined in C-1. (2-16. In room-type cars occupants shall be able to obtain, within reason, their desired temperature, but not at the expense of unbalancing the whole system
Association of American Railroads Manual of Standards and Recommended Practices (3-17. The master control panel shall be of the dead front type, and the circuits shall be adequately protected with fuses or circuit breakers as specified by the railroad. C-18. The overhead heating coil is usually furnished as part of the air conditioning unit, but it shall be the responsibility of the car builder to inform the heating equipment manufacturer of the characteristics of this coil. C-19. All component parts of the system must be readily accessible for inspection and adjustment, and so arranged that replacements can be made quickly. D-PRINTS D-1. The bidder shall submit with his proposal full discriptive literature of his apparatus, engineering data, piping diagrams, material lists, and schematic electrical diagrams. The successful bidder shall also furnish detailed operating and maintenance instructions, together with catalog of repair parts. E-GUARANTEE E-1. The bidder shall guarantee that his apparatus will maintain the uniform car temperature conditions outlined in C-1. The steam consumption at the stated pressure in psi. shall not exceed that given in his proposal with the inside and outside temperatures stated in his proposal. Where motor-driven circulating pumps or electric heaters are employed, the power input at the stated voltage shall not exceed that given in his proposal. F-INSPECTION AND TEST
F-1. The apparatus furnished under these specifications shall be subject to inspection and test. Acceptance of the material at the factory shall not militate against rejection of the material in the event the provisions of these specifications are not met in full after the apparatus has been installed on the car. G-EXCEPTIONS G-1. If the bidder does not comply fully with these specifications he must furnish, with his proposal, full details of all exceptions.
Association of American Railroads Manual of Standards and Recommended Practices PART 2 GENERAL SPECIFICATION FOR COOLING OF PASSENGER CARS
A-1. This specification covers the general requirements for the cooling of passenger train cars, except head-end cars, including dehumidifying and cooling apparatus, refrigeration apparatus, temperature control apparatus, as well as associated protective and electrical control features for the satisfactory operation of the system to insure "comfort" conditions in the car. A-2. It is a coordinated responsibility of the car builder and cooling apparatus manufacturer to have a mutual understanding and agreement of the load requirements as defined by the following items:
a) Type of car, i.e., coach, diner, sleeper, lounge, etc. b) Type of car construction; also, dimensions of car. c) Thickness and type of car insulation. d) Type and area of windows (sq. ft. of glass area). e) Outside air supply (cu. ft. per minute, not less than 10 cfm per person).
f) Maximum variation in outside temperature and humidity.
g) Number of passengers. h) Light load in kilowatts. i) Type of service, i.e., suburban, local or through service.
j) Type of air distribution.
k) Voltage and characteristics of electrical energy. 1) Time required to pre-cool the car.
A-3. The car builder and the manufacturer of cooling apparatus must have a mutual understanding and agreement on the following items affecting the satisfactory performance of the system:
a) Resistance of ducts and flters in order to select the proper fans and motors. b) Size and resistance of electrical conductors which affect the voltage drop on the lines to the several motors. c) Size and arrangement of Freon lines which affect the satisfactory operation of the refrigeration system.
A-4. The car builder, manufacturer of cooling apparatus and manufacturer of temperature control apparatus shall have a mutual understanding and agreement on the type and location of thermostats affecting the satisfactory performance of the system. A-5. The system shall be kept simple and reliable, both electrically and mechanically, to thereby lower the cost of maintenance and reduce road failures to a minimum, but this should not be accomplished a t the expense of wide variations in car temperature, humidity, or air motion beyond those defined in C-1, C-2 and C-3.
Association of American Railroads Manual of Standards and Recommended Practices B-MATERIAL AND WORKMANSHIP
B-1. All materials used in the construction of this apparatus must be adequate for the purpose intended, and the workmanship must be of high quality in every respect. C-DETAILS OF DESIGN
C-1. Uniform dry bulb temperature, as specifed by the railroad for day and night service, shall be maintained in the occupied area both horizontally and vertically. Allowable variation is 2" F. in the zone 6 above the floor to 4 ft. above the floor, end-to-end of car with the outside air temperature varying within the limits specified by the railroad. In room-type cars, a variation of 3" F. is permitted in passageways. C-2. The relative humidity shall be maintained at approximately 50% to 55%. C-3. The occupied zone shall be free of drafts and to that end, air motion in this zone in open-type cars should not exceed 30 to 40 ft. per minute, and in roomettes it should not exceed 25 to 30 fpm. C-4. Cooling and heating shall be so interlocked that, with low outside temperatures, heating only is available, while, with high outside temperatures, cooling only is available, but in the moderate temperature range, means should be provided for overriding the selector thermostats, and then control is handled by inside thermostat to provide cooling or heating as dictated by car requirements, namely-with a few people in the car, heating may be necessary while with many people in the car, cooling may be required. Where there is an attendant in the car, the temperature control may be semi-automatic, having manual selection of operating temperature. C-5. The thermostats shall have a sensitivity (point of setting) of plus or minus 0.3" F. and an accuracy differential of plus zero, minus 0.5" F. C-6. The thermostats shall be reasonably resistant to mechanical vibration of the car and to electrical surges imposed by the relay coil. Arbitrary figures of at least 30g and 500 volts R.M.S. are acceptable. C-7. Thermostats shall be capable of withstanding an electrical test of "15 makes and 15 breaks" consecutively while carrying twice normal current at maximum voltage.
C-8. Thermostats shall be protected so that electrical faults in the power system will not result in failure to the thermostat.
C-9. The refrigeration system in electro-mechanical cars shall be of the direct expansion type employing Freon (F-12) as a refrigerant and shall be arranged for modulated control. C-10. The refrigeration system must be protected with a high-low pressure cut-out and a three-position safety switch. C-11. The air-conditioning unit must have low noise level, must be properly supported, and must be isolated so that vibration or noise will not be transmitted to the body of the car. I t must be so located that its component parts will be readily accessible for inspection, adjustment, and making repairs. Means shall be provided so that condensate will not enter the car body.
Association of American Railroads Manual of standards and Recommended Practices

C-12. The refrigeration unit must be so located that it will be readily accessible for inspection and repairs. I t must be properly supported so that vibration will not be transmitted to the car. The condenser must be properly shielded so that brake shoe dust and other objectionable material will not become permanently attached to the surfaces, thereby decreasing the efficiency of the unit. C-13. The outside and recirculated air shall both be properly filtered to prevent the accumulation of nuisance dust in the ducts or body of the car. (2-14. The compresser motor in d-c service shall be of the shunt- or compound-wound type with anti-friction bearings, shall have class B insulation, and shall be arranged for reduced voltage starting. Brushes and brush holders must be readily accessible for inspection and replacement. In a-c service, it shall be of the squirrel cage type, with anti-friction bearings and class B insulation. C-15. The blower motor, condenser fan motor, and condenser pump motor, when used in d-c service, shall be of the shunt- or compound-wound type with anit-friction bearings and class A insulation. Brushes and brush holders must be readily accessible for inspection and replacement. In a-c service, motors shall be of the squirrel-cage type with anti-friction bearings and class A insulation. To insure prolonged life, the windings shall be given several additional dips and bakes of insulating material. (2-16. The compressor motor control in d-c service shall be of the magnetic contactor type having a main contactor and one or more accelerating (time delay type) contactors of such type that shocks of train movement will not close the contacts. The compressor motor shall be protected with fuses or circuit breaker as specified.
A low voltage relay of the current-compensated type shall be furnished to provide for "cutting out" the compressor and condenser motors when the battery voltage is reduced to approximately 85% of normal full voltage. In a-c service, the compressor motor control shall consist of a three-pole magnetic contactor, across-the-line type, which shall also handle the condenser fan motor and pump motor, if used. The compressor motor and condenser fan motor shall be protected separately with three fuses, each of the proper rating, or circuit breaker, as specified.
(2-17. The receptacles on the right-of-way and the standby cables shall be wired so that the phase rotation shall be 1-2-3 at terminals marked 1, 2 and 3, of the plug that connects to the car receptacle; in other words, so that the voltage across the terminals 1 and 2 shall lead by 120" the voltage across terminals 2 and 3. Commercial phase rotation indicators are available for testing the proper phase rotation of plugs and receptacles. C-18. All standby motors on air-conditioned cars shall be connected for operation on 220-volt, 3-phase, 60-cycle power.
Receptacles on all cars shall be shown in Fig. 1 (page 1-5-2). Two receptacles shall be installed on each car, onelocated on each side of car. The plug for use with this receptacle shall be shown in Fig. 2 (page 1-5-3). Plugs for use in electrified zones should be arranged so that the plug handle, to which the connection is made, is insulated from the housing and further that the housing be furnished with a projecting stop to prevent receptacle cover coming in contact with the plug handle. These precautions have been found necessary in electrified zones to overcome difficulties due to potential differences.
C-19. All tubing and fittings larger than W O.D. shall be seamless medium hard-drawn copper. Soft-drawn seamless may be used in the refrigeration unit proper. Flexible connections, of a type approved by the railroad, shall be installed in the piping lines between the refrigeration unit and the car body.

Joints in the refrigerant lines shall be of the sweated type using 95-5 (95% tin--5% antimony) solder. Valves, gages, etc., can be installed with threaded joints. Heat exchange means shall be provided in the arrangement of the suction return line and the high pressure refrigerant line to assure the return of gaseous Freon to the compressor. Loops in the suction line should be avoided and thus prevent trapping of oil. Beneath the car, where the refrigerant lines are exposed to flying ballast, they must be protected with adequate covering.
C-20. The overhead heating coil which is associated with the evaporator shall be so designed that it will heat uniformly and quickly and be so arranged that the condensate will drain quickly.
The mounting of the tubing and manifolds should be such that there will be no undue stresses or movement to cause failure of the tubing. The unit should be so arranged that it can be readily removed from the evaporator.
C-21. In room-type cars, occupants shall be able to obtain, within reason; their desired temperature, but not at the expense of unbalancing the whole system. Barometric dampers unloading in the passageway should be employed to prevent increased pressure in air ducts. The base cooling shall be under the supervision of an attendant and the temperature control shall be semi-automatic, having manual selection of operating temperature. C-22. All component parts of the system, including electrical and mechanical details, must be readily accessible for inspection and adjustment and so arranged that replacements can be made quickly. C-23. The motor control panel shall be of the dead front type and the circuits shall be adequately protected with fuses or circuit breakers, as specified. C-24. All relays, switches, solenoids, and contacts shall be of rugged construction to withstand railroad service and be properly insulated to prevent grounding. (2-25. It is a coordinated responsibility of the car builder, manufacturer of cooling apparatus, and manufacturer of temperature control apparatus to agree on the clauses of this specification, to the end that the requirements of C-1, C-2, and C-3 will be fully met.
D-1. The bidder shall submit with his proposal full description literature of his apparatus, engineering data, piping diagrams, wiring diagrams, and material lists. The successful bidder shall also furnish detailed operating and maintenance instructions, together with catalogs of repair parts. E-GUARANTEE E-1. The bidder shall guarantee that his apparatus will maintain the uniform car temperature and humidity conditions outlined in C-1 and C-2. When cooling the car under these conditions and with stated head pressure, suction pressure, compressor motor voltage and compressor speed, the kilowatt input, including the condenser fan motor load, condenser pump motor load (when pump is used), and compressor motor load shall not exceed that given in his proposal for full load and modulated conditions.
Association of American Railroads Manual of Standards and Recommended Practices F-INSPECTION AND TEST
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F-1. The apparatus furnished under these specifications shall be subject to inspecton and test as specified by the railroad. Acceptance of the material at the factory shall not militate against rejection of the material in the event the provisions of these specifications are not met in full after the apparatus has been installed on the car.
G-1. If the bidder does not comply with these specifications, he must furnish with his proposal full details of all exceptions.
Association of American Railroads Manual of Standards and Recommended Practices PART 3 AIR DISTRIBUTION AND VENTILATION A STANDARD METHOD OF CHECKING AIR-CONDITIONING, AIR DISTRIBUTION AND VOLUME, AS WELL AS TEMPERATURES OF BOTH HEATING AND COOLING SYSTEMS (This refers to thermometer locations and methods of checking air distribution) A-GENERAL DATA*
Car Name
A-1. Railroad
or Number
Location
Date
A-2. Type of Car (Coach, diner, lounge, sleeper), No. Passengers A-3. Type of Cooling ( direct mechanical, steam ejector).
ton electro-mechanical, engine driven compressor, water-ice,
A-4. Type of Heating (low pressure system, single regulator, more than one regulator, circulating liquid). A-5. Temperature Control (moduated, full automatic, semi-automatic). A-6. Condenser Unit (dry, evaporative, full-flooded). A-7. Exhaust system (separate fans, electric locker, body of car, pressure type). A-8. Air Distribution (ceiling duct, multi-vent, anemostats, grilles). A-9. Air Filters (Outside, recirculated, combined outside and recir.), type A-10. Main Blower Motor Boltage (ace.or d.c.) A-11. C.F.M. of Air Outside
, Amps. , Total
, Recirculated
*Fill in data or underscore items as indicated.
B-RECOMMENDED
PRACTICES FOR DETERMINING AIR VELOCITIES
B-1. Before measuring air velocities, check to make sure that coils, ducts and filters are clean and that voltage and current of main blower motor is of the proper value. Also, adjustable air outlet dampers or grilles should be propely set and in place, and end doors closed. B-2. Measurement of air velocities entering or leaving grille or opening can be obtained most accurately by using a cardboard duct at least 12 inches long sealed over the grille or opening. Masking tape is convenient for making an air-tight seal. I t is desirable to form duct opening to a suitable size in square feet for ease in computing C.F.M. Figure 1 shows suggested methods for taking readings for a blow through type of air conditioning system. The same method should be used for a pull through type and static tip, if used, about 18" away from fan on the discharge side.
Association of American Railroads Manual of Standards and Recommended Practices B-3. Selection of proper instruments for taking air readings is important. If duct opening is less than a square foot, do not use an anemometer as restriction to air flow when measuring increases air velocity resulting in an inaccurate reading. A velometer with suitable jet or tip to cover velocity range is satisfactory. Duct can be marked at edge of opening to indicate squares about six by six inches or less and average of all readings computed. This average multiplied by duct area in square feet will be the C.F.M. If anemometer is used, readings in each square should be taken for at least 30 seconds.
RP-037
Figure 1 A-111-170
Association of American Railroads Manual of Standards and Recommended Practices G-PLENUM CHAMBER AIR LEAKAGE TEST C-1. Measure air velocity at any outlet about the center of the car. C-2. After this velocity is taken, seal recirculated and fresh air openings and again measure air outlet velocity. Reading should be zero indicating no air leakage. If reading is not zero, plenum chamber should be inspected and all cracks, holes, etc. sealed until leakage is eliminated. D-FRESH AND RECIRCULATED AIR TEST
D-1. With conditions as outlined under (B-1) and air leakage eliminated as in (C-1) and (C-2), two methods are herein described for determining volume of outside and recirculated air. D-2. Method No. 1:
1. Referring to Figure 1, take air readings at outside air intakes and recirculated air grilles. The sum of the volumes computed for outside and recirculated air will be the total air. CAUTION-With this method, car must be located in a closed area or where outside air movement will not affect readings taken at outside air intakes.
D-3. Method No. 2:

1. (Static pressure method) With outside and recirculated air openings normal and filters in place, and conditions under B-1 are fulfilled, then determine static pressure at discharge side of blower. Use a draft gage and measure static from discharge side of blower to interior of car. Details are shown in Figure 1.
2. Take an air reading through recirculated air grille.

3. Seal fresh air intakes.
4. With outside air intakes sealed, measure air flow through recirculated air grille and take static pressure reading as in paragraphs 1 and 2 above.
5. Use following formula to determine total air volume:

Total Volume of air-
V1 =
P1
V1 V2
Static pressure, normal operation, paragraph 1. Total C.F.M. of air, normal operation. C.F.M. of recirculated air, outside air blanked off, paragraph 4.
P2 = Static pressure, outside air blanked off, paragraph 4.

= =
6. Outside air will then be difference between total air and recirculated air found with normal operation of V1-V2. This method is recommended in preference to method No. 1 if there is a possibility of outside air movement effecting readings.
E-TEMPERATURE
READINGS
E-1. After the air distribution system has been balanced, six sets of dry bulb temperature readings should be taken in the car at intervals of 30 minutes with the thermometers located as follows:
RP-037
Three stations on each side of the car (one in the center and one at each bulkhead), each station to have one thermometer 6 above the floor and the second thermometer 4 ft. above the floor. Dry bulb thermometers should also be placed in the men's and women's lounges and one on the return air grille. Sling psychrometer temperature readings (wet and dry bulb) should be taken during cooling test of the outside air and in the center of the car. These psychrometer readings can be omitted during heating. All thermometers must be checked for accuracy.
E-2. Tabulation: These readings should be tabulated as follows: Locations*

1
2 B T B T
3 B T
6 B T B T
7 B T
Time T Start 30 Min. 60 Min. 90 Min. 120 Min. 150 Min.
10 W D
11
E-3. Locations:
Stations 1 and 3 at bulkheads, station 2 at center, one side of car Stations 4 and 6 at bulkheads, station 5 at center, other side of car T and B are top and bottom thermometers at each location Stations 7 and 8 are in the lounges. Station 9 is on the return air grille. Station 10 is near outside air grille for wet and dry bulb readings. Station 11 is in the center of car for wet and dry bulb readings. In a diner, locations 7 and 8 would be in the kitchen and pantry respectively. In room-type cars, a station with top and bottom thermometers should be located in each room near the center of the seat. In the passageway, there shall be three stations, one at each end and one in the middle, each having one thermometer 4 ft. above floor.
F-REFRIGERATION
READINGS*
F-1. Compressor Motor-Volts
, Amps.
, H.P.M.
F-2. Compressor-R.P.M.
Head Pressure P.S.I., Suction Pressure P. S.I. D.B., D.B., W.B.
F-3. Condenser Air Inlet Temperatures
F-4. Condenser Outlet Air Temperature
W.B.
F-5. Estimated Tonnage -, Estimated K.W. - Power Input per ton (including compressor motor and condenser fan motor).
A similar set of readings, (F-1) to (F-5) inclusive, should be taken for modulation. *Fill in data or underscore items as indicated.
RP-037
G-1. In a car program where there are a number of cars of various types being built, all cars of each type should be given an air distribution and hot room cooling test. In addition, one car of each type should be given a cold room test if climatic conditions do not permit a full heating test. Each car should be checked to establish that the component parts of the entire system, both electrical and mechanical, are functioning satisfactorily.
Association of American Railroads Manual of Standards and Recommended Practices PART 4 AIR CLEANING PERFORMANCE SPECIFICATION FOR AIR FILTER SERVICING EQUIPMENT A-SCOPE A-1. These specifications cover the design, construction and testing of a machine for cleaning, drying and oiling permanent metallic type air filters. B-MATERIALS AND WORKMANSHIP
B-1. All materials used in the construction of this apparatus must be the best of their respective kinds for the purpose intended, and the workmanship must be high quality in every respect. C-DETAILS OF DESIGN
C-1. The unit shall be designed to provide in sequence for washing, rinsing, drying, oiling and draining air filters, so that they are ready for use.
(2-2. The timing of each operation shall be arranged to accomplish, preferably automatically, the desired purpose, thereby obtaining clean filter media, free from solution, moisture or excess oil.
C-3. The unit shall be capable of servicing, in the manner described in C-1 and C-2, a minimum of 50 filters per hour, size 20 in. by 25 in. by 4 in., or a combination of other standard sizes and thicknesses. C-4. The design of the unit shall be such that one man can handle the loading, unloading, starting and stopping of the machine with a minimum of labor. C-5. The unit shall be equipped with the necessary hand rails, guards, and other safety features to protect the operator against injury. C-6. The cabinet shall be fabricated of heavy gage, copper bearing steel, not less than Yis in. thick, welded construction: reinforced where necessary with copper bearing steel angles of sufficient cross section to insure a rugged unit for long service life with low maintenance of associated parts. C-7. When conveyer is employed, it shall be of rugged construction supported on a substantial frame work, copper bearing steel, welded construction, and properly braced to eliminate vibration. Means shall be provided for maintaining alignment of the conveyor and drive. C-8. The tanks for oil and solution storage shall have adequate capacity and be constructed of copper bearing steel not less than 1/16 in. thick. They shall be readily accessible for inspection and cleaning. The tanks shall have a sloping bottom to facilitate draining and be equipped with an adequate, accessible drain line and shut-off, globe-type valve. The oil tank shall be equipped with a sump for accumulation of water. Where the sump is below ground level, a pump shall be provided for removal of this water. C-9. The pumps shall be preferably of the centrifugal packless type, of sufficient capacity and head to perform efficiently the duty cycle required.
RP-037
(2-10. The motors for driving the pumps shall be of the squirrel cage, low starting current type, 2201440 volt, 3 phase, 60 cycle, preferably 1800 rpm nominal speed. C-11. Motors % hp and less shall be preferably of the permanently split capacitor type, arranged for 220 volt, single phase, 60 cycle service. C-12. When gearing is utilized, the gears shall be made of approved material, with the gears mounted on anti-friction bearings and properly lubricated to insure an efficient, quiet drive with low maintenance. C-13. When belting is utilized, it shall be of the endless Vee type, of the proper number and section for the duty cycle and provision shall be made for adjusting belt tension. (2-14. The cleaning solution, rinsing water and impregnating oil shall be heated, thermostatically controlled to the proper temperature to insure proper cleaning and impregnating of the filter media. When hot air drying is employed, means shall be provided for thermostatically controlled heating of this air. (3-15. Gage type thermometers shall be provided for indicating the temperature of the cleaning solution, rinsing water, and impregnating oil. C-16. Spray nozzles shall be of the non-clogging type of the proper size, number and arrangement to insure adequate cleaning and servicing of the filters. The nozzles and branch pipes shall be readily accessible for inspection and servicing. C-17. When the centrifuge principle of cleaning or oiling is employed, the unit shall be so designed that vibration will be reduced to a minimum, in order to realize low maintenance and long life. (2-18. All electrical wiring to the various motors and control shall be protected with rigid metallic conduit and fittings of approved type. C-19. Solderless terminals shall be utilized and all wires shall be marked with permanent identification tags. C-20. All wire shall be of proper gage for the current handled and have flexible stranding with insulation meeting requirements of ASTM Specification D-469 or D-754, for 600 volt service. C-21. When a synthetic impregnating material is used instead of filter oil, approved means shall be included for the cleaning, drying and impregnating of the media to insure an efficient filter with long life and low maintenance.
D-PRINTS D-1. The bidder shall submit, with his proposal, full descriptive literature of the apparatus, engineering data, outline dimension and mounting prints, and schematic diagrams of wiring and piping. The successful bidder shall furnish detailed operating and maintenance instructions, together with catalog of repair parts. E -GUARANTEE
E-1. The manufacturer shall guarantee that his servicing unit will clean and impregnate a minimum of 50 filters per hour, size 20 in. by 25 in. by 4 in., or equivalent volume of 2 in. thickness
UP-037
filters, and that the filter media will be free from solution, moisture, excess oil, and, in the case of synthetic impregnating material, that it will be properly applied. He shall also guarantee that this work will be performed with a power input not to exceed that given in his proposal, with steam consumption not to exceed that given in his proposal.
F-INSPECTION AND TEST F-1. The apparatus furnished under these specifications shall be subject to inspection and test. Acceptance of the material at the factory shall not militate against rejection of the material in the event the provisions of these specifications are not met in full after the unit has been installed on the buyer's property. G-EXCEPTIONS G-1. If the bidder does not fully comply with these specifications, he must furnish with -his proposal full details of all exceptions.
Association of American Railroads Manual of Standards and Recommended Practices SPECIFICATION COVERING STANDARDIZATION OF AIR FILTER PHYSICAL DIMENSIONS FOR PASSENGER TRAIN CARS A-SCOPE A-1. This specification covers the design and construction of permanent, impingement, metallic-type panel air filters. B-MATERIAL AND WORKMANSHIP
B-1. All materials used in the construction of this filter must be the best of their respective kinds for the purpose intended and the workmanship must be of high quality in every respect. C-DETAILS OF DESIGN
C-1. The filter media shall consist of heavy gage galvanized steel wire mesh, or approved equal construction, in sufficient number of layers and properly arranged to insure adequate impingement of the dust laden air, so that the unit will have high dust holding capacity, low pressure drop and high efficiency when handling the cfm of air specified. C-2. The filter frame shall be constructed of not less than 16-gage cold roller steel channel section or approved equal design of rugged construction throughout to withstand railroad service. C-3. The filter frame shall have suitable drainage holes to permit escape of water and excess oil during servicing of the unit. C-4. The following is a table of recommended sizes:
Type
AAR No. 1 AAR No. 2 AAR No. 3 AAR No. 4 AAR No. 5 AAR No. 6 AAR No. 7 AAR No. 8 AAR No. 9
Nominal Size 9 in. by 25 in. by 4 in. 16 in. by 20 in. by 4 in. 16 in. by 20 in. by 2 in. 16 in. by 25 in. by 4 in. 16 in. by 25 in. by 2 in. 20 in. by 20 in. by 4 in. 20 in. by 20 in. by 2 in. 20 in. by 25 in. by 4 in. 20 in. by 25 in. by 2 in.
C-5. Tolerances. The A.A.R. standard filter will be Y8 in. under the nominal sizes listed in C-4 plus zero minus '/16 in. for dimensions of length and breadth. The thickness dimension will be nominal plus % in., minus 1/32 in. C-6. The filter holding pocket shall be the nominal filter size with tolerances of minus zero, plus
?h in. for inside dimensions of length and breadth. The depth of the filter holding device shall be
sufficient to accommodate variations in tolerances of filter thickness. C-7. When specified to facilitate handling, the filters shall be provided with suitable handles or means for handle attachment. C-8. The purchaser shall specify the nominal size of filter required and the cfm of fresh or recirculated air to be handled by the filter.
Association of American Railroads Manual of Standards and Recommended Practices D-PRINTS D-1. The bidder shall submit with his proposal full descriptive literature of his unit; also, engineering data and outline dimension prints.
Association of American Railroads Manual of Standards and Recommended Practices PART 5 STANDBY PLUGS AND RECEPTACLES PHASE ROTATION, PLUGS AND RECEPTACLES FOR USE IN YARD AND STATION STANDBY SERVICE WITH 3-PHASE, 60-CYCLE POWER Phase Rotation
RP-037
The receptacles on the right-of-way and the standby cables shall be wired so that the phase rotation shall be 1-2-3 at terminals marked 1, 2 and 3, of the plug that connects to the car receptacle; in other words, so that the voltage across the terminals 1 and 2, shall lead by 120"the voltage across terminals 2 and 3. Commercial phase rotation indicators are available for testing the proper phase rotation of plugs and receptacles.
Plugs and Receptacles for Standby. Service

Refer to Section &Power Supply-Chapter
1, covering Standby Plugs and Receptacles.
Association of American Railroads Manual of Standards and Recommended Practices PART 1 ELECTRO-MECHANICAL RECOMMENDED PRACTICE FOR THE INSPECTION AND MAINTENANCE OF ELECTRO-MECHANICAL AIR CONDITIONING EQUIPMENT A-1. Attention to be given cars at completion of each trip, or weekly, in addition to regular inspection of car-lighting equipment: 1. Battery
a. Condition of battery should be determined.
2. Grounds
a. Check equipment and wiring for grounds with test lamp having not more than 6-watt rating at nominal rated voltage of equipment.
3. Relay Contacts and Fuses
a. Make visual inspection of relay contacts and fuses, cleaning or replacing when necessary.
4. Condenser
a. Clean condenser coil with compressed air or flush with water. b. Check water spray and action of thermostatic valve or pressure switch valve used in conjunction with evaporative condenser. Similar check should be made on fully-flooded condensers. Drain and flush out sump of evaporative sub-cooler or fully-flooded condenser. If equipped with automatic water filling device, either by operation of pressure or temperature switch, see that controls relay and float operate properly. Inspect pump for leaks. Examine spray nozzles and condenser coil and clean if required. Inspect motors for brush wear and condition of commutator. If water filling device is not automatic, refill sump to capacity with clean water. If equipped with intake air filter, clean. During freezing weather, disconnect sump motor and interrupt circuit. Drain water from sump and fasten water filler cover to prevent accidental filling. 5. Compressor Unit When working on, or inspecting the compressor equipment, always place the safety switch in the "OFF" position. If safety switches are not used, remove the motor fuse to prevent accidental starting of the equipment. b. Inspect compressor belts to be sure that all are in good condition and have equal and proper tension. When belt replacements are necessary, only complete matched sets should be used. c. Check compressor, compressor motor, condensers for any visible defects; also piping, valves and fittings for an indication of Freon leaks. Freon leak will be indicated by collection of oily dust at point of leak. Always confirm suspicion of Freon leak with approved leak detector. d. Inspect compressor motor, remove inspection covers for examination of commutator and brushes. Replace brushes if worn to the condemning limit. Lubricate bearings with proper. amount and type of lubricant, if required. e. Run the compressor and observe cooling effect. Whenever it is necessary to use the "Cooling Test" terminals to run the compressor, care must be taken to remove the jumper when test is completed. Run dual compressor motors on a-c or d-c, and while running on a-c, check the d-c battery charging facilities if the car is so equipped. Make a similar test on cars equipped with axle driven motor-generator. f. Check Freon level after system has been operating at least 15 minutes. Correct, if required.

6. Blower Fan
a. Check operation of blower fan and motor. Inspect blower fan motor brushes and commutator. Observe condition of pulleys, belt and tension (if belt driven fan). Lubricate as required. 7. Controls a. Clean air conditioning panels by blowing with compressed air or with vacuum cleaner. Check all thermostats for proper operation and value, including outside thermostats where used.
8. Refrigerant and Expansion Valves
a. Inspect solenoid refrigerant expansion and other values for operation and Freon leaks. At the same time, make visual inspection of all piping and valves in air conditioning compartment for Freon leaks.
9. Air Filters
a. Inspect all air filters. Service, if necessary. Check condition of filter seals, also fresh air shutter controls in cars so equipped. If balancing baffles are used, they should be maintained in proper condition.
10. Air Flow

a. Determine if air flow is proper.
11. Indicator Lights

a. Check all indicator lights for proper operation, making repairs where found necessary.
B-1. Attention to be given cars at monthly intervals, in addition to the trip inspection:
1. Check bearings for heating and noise. Where necessary, corrective action should be taken. 2. Check lubrication of compressor with compressor at rest after a period of 20 to 30 minutes. Oil which is used to bring up to required level, must be an approved type.
3. Check lubrication of directional type fan drive unit, where used.
4. Lubricate bearings as required.
5. Lubricate all belt aligning screws and other threaded parts that are frequently used.
6. Compressor
a. Wash or steam all dirt and accumulated oil from the condensers and inside of compressor box. Where excessive oil or dirt is in evidence, the parts should be washed with a mild solution of tri-sodium phosphate or equivalent. Inspect condensers closely to see that all air passages are open and free of dirt. 7. Low Voltage Relay a. Check operation of the low voltage protective relay for proper drop-out voltage and also observe if relay picks up. Voltage reading to be checked with compressor running.
8. Evaporator
a. Inspect evaporator and air ducts for cleanliness and service as required.
C-1. Attention to be given cars at yearly or seasonal inspection in addition to the monthly inspection:

1. Pressure Switches
a. Check operation of high and low pressure switches against master gages to determine that they open and close at the required pressures for the particular type of switch. Readjust if necessary.
2. Gages
a. Gages carried on equipment should be checked against master gages, replacing if necessary. 3. Refrigerating Unit a. Remove compressor motor for inspection, cleaning and required repairs. b. Apply insulation test to a-c motor. Insulation should be not less than one megohm and should withstand 600 volts, 60 cycle a-c for one minute with an approved test device. Apply insulation test to d-c motor. Insulation should be not less than one megohm and should withstand 220 volts, 60 cycle a-c for one minute with an approved test device. c. Clean and overhaul, if necessary, a-c starter and power receptacles. See cooling specifications for proper phase rotation. d. Inspect and renew, where necessary, flexible Freon couplings, if used. e. Compressor should be checked for bent shaft, seal leak, pulley fit, gasket leaks or other defects. f. When unit is reassembled, a complete test for Freon leaks should be made with an approved leak detector.
4. Condenser
a. Remove, overhaul and replace condenser pump motor assembly, where used; also fan motor assembly.
Association of American Railroads Manual of Standards and Recommended Practices PART 2 ENGINE-DRIVEN COMPRESSOR RECOMMENDED PRACTICE FOR THE INSPECTION AND MAINTENANCE OF STANDARD WAUKESHA ICE ENGINE AIR-CONDITIONING EQUIPMENT
RP-037
A-1. Attention to be given cars at completion of each trip, or weekly, in addition to regular inspection of car-lighting equipment:
1. Battery
a. Condition of battery should be determined as per recommended practice for maintenance of batteries.
2. Grounds
a. Check equipment and wiring for grounds with test lamp having not more than 6-watt rating at nominal rated voltage of equipment.
3. Waukesha Ice Engine Unit

a. Roll unit out on extension tracks. Disconnect power supply plug from unit to prevent undesired starting and remove all covers. b. Check (visual inspection) entire unit for oil and freon leaks correcting any leaks found. Always confirm suspicion of freon leak, as found by visual inspection, with halide leak detector. c. Thoroughly blow out with compressed air, unit compartment, condensers and radiator surfaces. If condensers or radiator surfaces are caked with material which will not blow off, they are to be washed with a cleaning solution and pressure gun. d. Check engine oil level which must be maintained at full mark on measuring stick. If engine oil is dirty or engine is due for oil change, drain crankcase and renew oil filter element and bottom gasket. Fill crankcase with required amount of approved oil allowing for oil which will be held in new filter element. e. Check engine radiator water level and fill as necessary. Water treatment is to be added if used and, if temperatures demand it, add proper amount (determined by tester) of anti-freeze of same type to protect unit. Check (visual inspection) engine radiator water system for leaks, (hoses, pump, cylinder head, radiator and radiator float or expansion tank system if used) making repairs as found necessary. f. Clean air intake and engine pre-cleaner. If unit equipped with oil bath type of filter, apply clean oil, but DO NOT fill above oil level mark. Use same oil as applied to crankcase. g. Grease engine water pump by giving grease cup one complete turn. Check pump packing to see that there are no leaks and that gland is not binding shaft. Pressure is proper when gland is just tight enough to prevent water leak. On later models with rotary seal, this is not necessary. h. Check tension and condition of engine fan, compressor and condenser fan belts. Always replace belts in complete matched sets. i. Check unit while operating for excessive vibration, knocks or other indications of improper operation and repair.
j. Check oil level in freon compresor to see that oil is circulating in compressor bull's eye.
k. After engine has been operating at least 15 minutes, check oil pressure, engine vacuum, fuel pressure, and both high and low freon pressures. Check operation of vacuum switch, high and low pressure switches. Check crank limit and oil-heat breakers. Crank limit element can be checked by

removing engine starting fuse and oil-heat element by shorting out switch with engine running. If switch does not trip in rated time interval at nominal voltage thermal element shall be replaced with new element to obtain proper operation. 1. Check compressor oil level. To correctly determine the oil level in the compressor, allow the unit to operate at least 15 minutes, then stop the engine manually by depressing the lever of the high pressure switch so that unit will not "pump down" to stop. Then after allowing a minute or two to settle, observe the level through the compressor bull's eye. The oil level should be at the center of the bull's eye. m. Check freon level in receiver at the same time compressor oil level is checked. Freon level should be half-way in bull's eye. Add freon as required, checking equipment thoroughly for leaks, correcting leaks as found, should it be necessary to add freon. n. Examine by-pass solenoid valve for freon leaks and check operation. o. Check starting motor for satisfactory operation. Examine for proper linkage adjustment to pull-in coil armature. p. Check magneto and spark plug wires to insure that there are no loose coAnections and that wires are in good condition. Wipe dirt from porcelain of open type spark plugs. q. Replace covers on unit, roll unit under car, replace track extensions, check to see that all tracks, wheel stop safety angles, and other parts are securely bolted in place. Check to see the power supply and control plug is properly re-connected. 4. Fuel System a. Add Propane gas as required. Reset propane pressure regulators, if necessary. See that hoses and cylinder valves are in good condition. b. Check propane fuel system for leaks. Leaks can be detected by characteristic odor of Propane tracer gas. If leak indicated, locate same by soap bubble test and make proper repairs. DO NOT use flame around Propane piping before making sure all gas has been blown from fuel lines. c. Check fuel pressure to ensign regulator at Mercury Manometer located in control c a b i n e t w i t h engine operating, this pressure should be approximately four ounces. Where more than one fuel compartment is used, the low pressure regulator setting of the second cabinet shall be approximately two ounces higher than that of the other cabinet.
5. Evaporative Sub-cooler or Full-Flooded Condenser

a. Drain and flush out sump of evaporative sub-cooler or full-flooded condenser. If equipped with automatic water filling device, either by operation of pressure or temperature switch, see that controls, relay and float operate properly. Inspect pump for leaks. Examine spray nozzles and condenser coil and clean if required. Inspect motors for brush wear and condition of commutator. If water filling device is not automatic, refill sump to capacity with clean water. If equipped with intake air filter, clean. During freezing weather, disconnect sump motor and interrupt circuit. Drain water from sump and fasten water filler cover to prevent accidental filling.
6. Blower Fan
a. Check operation of blower fan and motor. Inspect blower fan motor brushes and commutator. Observe condition of pulleys, belt and tension (if belt driven fan). Lubricate as required, if oil type bearings.
7. Controls
a. Clean air conditioning and heat control panels by blowing with compressed air or with vacuum cleaner. Check all thermostat tubes for proper operation and value, including outside thermostats where used.

8. Refrigerant and Expansion Valves
RP-037
a. Inspect solenoid refrigerant and expansion valves for operation and freon leaks. At the same time make visual inspection of all piping in air conditioning compartment for freon leaks.
9. Air Filters
a. Clean or change out all air filters. Check condition of filter seals and fresh air shutter controls in cars so equipped.
10. Air Flow

a. Make check of air flow and air distribution.

B-1. Attention to be given cars a t monthly intervals, in addition to the trip inspection: 1. Waukesha Ice Engine Unit
a. Check starter motor brushes and commutator. Check starter motor solenoid operation. Clean starter solenoid contacts, renewing defective contacts where found. b. Check magneto fibre coupling for proper clearance (.015") between coupling and magneto impulse. Check to see that magneto drive shaft coupling is tight. c. Remove and clean spark plugs. Adjust gap to proper clearance (.015 for Edison-Splitdorf and .025 for Bosch). Care must be taken that no dirt is allowed to enter engine through spark plug openings while plugs are removed. d. Make compression test of engine. Compression should not be less than 90 psi at cranking speed, cylinder readings between each cylinder not to vary more than 5 lbs. e. Check engine operating speeds. This speed to correspond with speeds shown in Waukesha Servicing Manual. Readjust as necessary. f. Check engine fuel mixture adjustment. This can most readily be checked and adjusted by means of the vacuum gauge. Fuel mixture adjustment should be such that, with the engine running at constant load, the highest vacuum reading is obtained on the vacuum gauge. Should gauge read less than 6 in. vacuum, look for incorrect carburetor adjustment, low fuel pressures, timing out of adjustment, or other sources of trouble. Should gauge fluctuate violently, look for faulty engine valves. This should also have been indicated when making compression test per paragraph B-1, Id above. g. In addition to servicing engine air cleaner per A-1, 3f, clean crank case breather cap.
h. Drain radiator, flush engine cooling system with a strong solution of tri-sodium phosphate--drain and flush with clean soft water.
C-1. Attention to be given cars at yearly or seasonal inspection in addition to monthly inspection.
1. Grounds
a. Apply insulation test on D. C. motors and control wiring. Insulation should not be less than one megohm and should withstand 220 volts, 60 cycle AC for one minute with an approved test device. Make corrections as required.
2. Waukesha Ice Engine Unit

a. Drain and change compressor oil a t start of each season of operation. Compressor oil used to be of high quality refrigerant oil, moisture free, having a Saybolt viscosity of 300 at 100" F.
RP-037
b. Check all belts (engine fan, compressor, and condenser fan), renewing where necessary. Always renew engine fan and condenser fan belts at least once each season, preferably at the start of the cooling season. Use matched sets of belts. c. Remove engine head, clean carbon from head and block, grind engine valves and valve seats, adjust tappets, and replace head, using NEW head gasket. While head is removed, check cylinders with micrometer for excessive or uneven wear and if condition warrants, necessary repairs or block replacement should be made. Examine head closely for any cracks or other defect. d. Renew spark plugs at start of each cooling season. e. Remove, completely overhaul, grease and reapply magneto. Inspect fibre coupling for wear and renew if necessary. Check all breaker points and impulse mechanism, renewing worn parts where necessary. f. Remove, completely overhaul, and reapply complete starting motor assembly. Check all brushes, contacts and moving parts, replacing defective or worn parts where necessary. Check ring gear, visual inspection, through starter application opening to determine condition of gear. Renew where necessary. g. Remove, completely overhaul, replace packing, and reapply engine water pump once each season. If rotary pump seal used, remove, overhaul and reapply once each season. h. Drain engine oil, flush engine lubricating system with flushing oil, and refill with clean lubricating oil. i. Overhaul engine governor and all moving parts of the engine modulator. After doing the above, check engine speed settings and adjust as may be required. Detail instructions for engine speed adjustment are fully covered in the Waukesha Service Manual. j. Check for proper operation, all protective devices--engine oil-heat switch, crank limit switch, low freon pressure switch, high freon pressure switch, etc. Test high and low pressure switch adjustments with a master gauge. Above work to be done not less than once each season or at start of the cooling season. k. Carefully inspect for wear and defects, all visible moving parts of engine and compressor equipment. Make careful check of operation of equipment for indication of defects in bearings (ball and sleeve), shafts, pulleys, fans, motors, magneto, gears, pistons and pins. Worn engine bearings will be indicated by low pressure with engine operating. Worn pistons, rings and cylinder walls will be indicated by gradual increase in lubricating oil consumption. All indications pertaining to defective equipment operation must be carefully analyzed and proper repairs made. 1. Renew engine cooling system radiator hose; also, expansion tank hose, if so equipped. m. Remove, adjust, and calibrate (on gauge tester), freon pressure gauges. n. Remove, clean and adjust engine vacuum switch. o. Clean refrigerant suction and liquid line strainers once each season. Apply dehydrator charge, if necessary. p. Inspect and clean where necessary, refrigerant bull's eye glasses in liquid receiver and compressor. q. Remove, inspect, clean and repair all refrigerant line solenoid valves and expansion valves once each season. Carefully check and replace where necessary all valve seats showing indication of wear. 3. Fuel System a. Remove, disassemble, inspect, clean and renew worn parts of engine Propane fuel system including low and high pressure regulators, low and high pressure excess flow valves, check valves, piping and any other parts of the fuel system. After all parts and piping are reassembled, make
RP-037
complete check of engine Propane gas system for Propane leaks with soap-suds test, making repairs where found necessary. DO NOT test for leaks with FLAME test, or work under car with open FLAME until propane system is free from leaks. b. Wire brush Propane gas cylinders to remove all rust and corrosion, and repaint with aluminum-bronze paint. (This service can usually be performed by the Propane gas supplier, if desired.) 4. Evaporative Sub-cooler or Full-Flooded Condenser a. Remove, overhaul, and replace sub-cooler or condenser pump and/or fan motor assembly. Repack pump. b. Clean water strainer and spray nozzles. Thoroughly clean coil and sump.
5. Corrosion
a. Check all equipment, ice engine, sub-cooler and Propane fuel carrier, for corrosion and carefully clean and paint all parts showing indication of same. Considering the above, it is difficult to analyze servicing of equipment for all types of operating conditions, and such maintenance can only be arrived at through experience; although the preceding paragraphs cover maintenance of a general nature, such a list can only serve as a guide-it cannot replace actual operating experience for individual conditions. Recommended lubrication chart for Waukesha Ice Engine Air Conditioning Equipment: 1. Change engine lubricating oil each 300 hours of engine operation. Use high quality automotive type SAE No. 10 oil during cold weather; use SAE No. 30 oil during summer season.
2. Repack, or change oil filter element at time of engine oil change.
3. Change freon compressor oil once each cooling season. Check oil level weekly, maintaining same midway in oil level bull's eye. 4. Grease engine fan each season.
5. Grease all Alemite fittings, including compressor pulley bearings, once each month.
6. Turn grease cup on engine water pump, one complete turn each week. Use only automotive water pump grease.
7. Oil with light weight oil, use sparingly, starter motor bearings and brush holder bearings once each month.
8. Grease unit mounting wheels once every three months. 9. Oil with light weight oil, use sparingly, magneto once each season. Oiling and greasing to be done at time of magneto overhaul.
10. Clean engine air intake and fill to proper level with clean oil, once each week. DO NOT overfill.
11. Clean oil filler breather cap, once each month.
12. Clean and oil moving parts of modulator control once each season. 13. Tabulated data covering all parts of the Waukesha Ice Engine unit and Propane fuel system is shown in the Waukesha Service Manual. D-1. Attention to be given parts of propane fuel system, in addition to periodic inspection. 1. Fuel Cylinder The propane fuel cylinders, Item A, Fig. 1, commonly used on passenger cars in conjunction with propane-activated equipment are cylinders as manufactured under 1.C.C.-4B Classification and built for normal operating pressure requirements of 240, 260 or 300 lbs.
RP-037
The cylinders must be tested as required by Interstate Commerce Commission Regulations for Transportation of Explosives and Other Dangerous Articles, Specification 4-B. Specifications of cylinders and testing of same are covered in detail in Bureau of Explosives bulletins and, for sake of brevity, will not be quoted herein with the exception of the more commonly used "Water Jacket" method of testing which is described under "Fuel Cylinder Testing-Water Jacket Method." Many early cylinders now in service were supplied with the No. 2759 valve (subsequently revised to 2759R and then 2759W) in a single 3/4 inch IPS opening. These valves performed several functions and are somewhat complicated in design as they provided not only a shut-off, but in addition, a spring-loaded relief, a fuse plug, an excess flow check and an outlet check in the construction. Past experience and service problems have indicated the desirability of separating the functions by providing two additional openings in the cylinders to take the No. 3123K spring-loaded relief and No. 1531 fuse plug. I t is recommended that this new type cylinder be specified on all future purchases of additional or replacement cylinders. I t is further recommended that old style cylinders with the single opening be converted to the new type. Both the manufacturers of cylinders and the valves have established standard charges for the modification. The most economical time for this modernization is at retest date or when repair, such as replacing a foot ring, is necessary as any welding operation on the cylinder requires retest at the time the repair is made. 2. Fuel Cylinder Valves The cylinder valve, Item B, Fig. 1, is the initial safety device of the propane fuel system. The proper functioning of the various elements of this valve is of vital importance to the safety of the passengers and the equipment. Repairs or adjustment to this valve should not be permitted by any person not thoroughly familiar with all details and the hazards involved. All repairs, other than replacement of a broken handle or seal plug, should be made only by the manufacturer or by propane gas suppliers or others trained and authorized by the manufacturer and who has established a standard repair or exchange service charge to cover the necessary work. Following is a brief description of the cylinder valves now in use: (a) Valve No. 2759. This valve is now considered obsolete and should be withdrawn from service. The capacity is insufficient for present day requirements and parts are not interchangeable with later construction. The manufacturer has provided an exchange service to replace the valve at a nominal charge. (b) Valve No. 2759R. This valve is obsolete but can be modified to the No. 2759W construction. The manufacturer has provided an exchange service to modify the valve at a nominal charge. (c) Valve No. 2759W. This valve is satisfactory for present day requirements and should be continued in service unless cylinder is modernized to the new standard with relief valve built into the cylinder. If so, the manufacturer has provided a repair exchange service for this valve at a nominal charge. (d) Valve No. 7107. This valve has been used on the new standard type cylinder and may be continued in service through its normal life. When repair is necessary, excess flow check valve parts of the new design should be used. These parts are the same as are used in the No. 7128 valve. When necessary to replace the complete valve, No. 7128 should be used. (e) Valve No. 7128. This valve is used on the latest type cylinder, with essential features of an excess flow check of improved design completely inside the cylinder and protected from damage. The 7128 includes the outlet check valve, the locknut and resilient washer for easy positioning and tightening of the valve in the cylinder and the seal plug and chain. Most of the internal parts are interchangeable with the parts used on the 2759W valve. 12-1-81 A-111-188
Figure 1. Propane Fuel System

A-111-189
RP-037
Association of American Railroads Manual of Standards and Recommended Practices 3. High Pressure Propane Hose
The high pressure propane hose, Item C, Fig. 1, should be tested for propane leaks, by soap-sud test, once each 60 days. Due to deterioration of the material comprising the propane hose after a period of time, depending on the type of service, leakage may develop through the flexible hose. When this develops, hose should be replaced and the defective hose scrapped. Brass fittings, where found damaged by rough handling or other causes, must be repaired as found defective. The most frequent defect occurring to brass fittings is a slight indentation of the bearing face of the fitting which screws into the cylinder valve. This defect may be corrected by refacing the fitting with a dressing tool, taking care not to remove an excessive amount of metal.
4. Reverse Flow High Pressure Check Valve, Nos. 27608, 2760AC, 2760B or 2760BC
A reverse flow check valve, Item Dl Fig. 1, closes automatically to prevent the discharge of the other fuel cylinders in the event a fuel hose connection is ruptured. I t opens automatically again when normal flow is resumed. This valve should be tested annually and repaired where found defective. Instructions for testing and repairing are covered in Bastian-Blessing Company's Bulletin No. L-348.
5. High Pressure Regulator, Nos. 2761 or 2761W

The high pressure regulator, Item E, Fig. 1, reduces the tank pressure down to 10, 20, 30 Ibs. per sq. in., etc. The valves operate as follows: As the pressure on the lower side of the diaphragm is reduced, the spring on the top side of the diaphragm forces it down. The valve seat being attached to the diaphragm by the valve stem will open, allowing the gas to flow from the inlet side, past the valve seat, up around the valve stem and out the outlet side. A pressure adjusting screw, located on the top of this regulator, increases or decreases the spring pressure on the top side of the diaphragm, thereby increasing or decreasing the gas pressure necessary on the lower side of the diaphragm in order to open or close the valve. Adjustment should be made with the engine running. The regulator should be checked for proper pressure setting weekly. Instructions for testing and repairing of both the 2761 and 2761W as well as the conversion of the 2761 to the 2761W are covered in Bastian-Blessing Company's Bulletin No. L-348.
6. High Pressure Excess Flow Valve, No. 2763W

A high pressure excess flow valve, Item F , Fig. 1, closes in case of a break anywhere in the high pressure fuel lines between the first and second stage pressure regulators. This valve will open automatically in a few minutes when the pressure equalizes if there is no broken line. This valve should be tested annually and repaired when found defective. Instructions for testing and repairing are covered in Bastian-Blessing Company's Bulletin NO. L-348.
7. Globe Shut-Off Valve, Nos. 2762, 2762W or 2553W

The shut-off valve, Item G, Fig. 1, is hand operated and is used when adjusting the high pressure regulator or changing fuel cylinders. The valve should be tested quarterly for leaks and repaired as necessary. Instructions for testing and repairing are covered in Bastian-Blessing Company's Bulletin NO. L-348.

8. Fuel Gage Fuel gage, Item H, Fig. 1, indicates the inlet pressure to the low pressure regulator.
RP-037
The gage should be checked with a master gage annually and if found defective, it should be replaced. 9. Low Pressure Regulator, Nos. 2500 RR or 2503 C2L The low pressure regulator, Item I, Fig. 1, reduces the gas pressure from 10, 20, 30, etc. lbs. on the inlet side to 4 or 6 ounces on the outlet, the fuel cabinet or bank of cylinders with low pressure regulator having highest pressure setting emptying first. A screw located at the bottom of the regulator adjusts the spring pressure on the diaphragm which regulates the pressure of the gas leaving the regulator. When the gas pressure above the diaphragm is lower than 4 or 6 ounces the spring forces the diaphragm up, actuating the lever arm, which in turn opens the valve seat. As the pressure above the diaphragm builds up, it forces the assembly down and closes the valve. If the main diaphragm breaks, gas will discharge from a safety vent. If regulator seat is in bad order, the safety valve in the diaphragm assembly will open discharging gas at the safety vent indicating a defective regulator. This regulator should be checked for pressure setting monthly, overhauled and repaired as necessary annually. Instructions for testing and repairing are covered in Bastian-Blessing Company's Bulletin NO. L-348. 10. Low Pressure Excess Flow Valve, No. 2779W The low pressure excess flow valve, Item J, Fig. 1, operates as follows:
A break or leak in the low pressure line, after the main regulator, with a flow of approximately 125 cubic feet per hour or more, will close this valve in series with the 3/4 inch iron pipe fuel line to the engine. If this valve closes prematurely, and provided there is no broken line, then this valve will open again automatically in a few minutes when the pressure equalizes, provided there is no fuel demand. This valve, unlike the high pressure excess flow valve, is operated by a diaphragm and is much more sensitive to the flow of gas. Do not attempt any adjustment on this valve on car; replace, if defective.
Check for proper operation quarterly. Defective valves or ones removed for overhaul annually, should be disassembled and repaired as required. Tests should then be made in accordance with Bastian-Blessing Company's Bulletin No. L-348.
11. Surge Chamber
The surge chamber, Item K, Fig. 1, requires no maintenance. I t is recommended to facilitate engine starting, being applied in each fuel line between fuel cabinet and unit. The surge chamber prevents the low pressure excess flow valve from slugging abnormally on engine cranking, particularly if two units start at the same time. The capacity of the surge chamber should be about 400 cu. in. 12. Low Pressure Propane Hose The low pressure propane hose, Item L, Fig. 1, should be tested for propane leaks, by soapsud test, once each 60 days. I t is important that the hose, whether metallic or other material, be properly applied between the car body and unit to prevent kinking or breakage when unit is rolled out on extension tracks for servicing as well as when in proper place under car after unit has been returned to its normal operating position. Damaged or leaky hose should be replaced and defective one scrapped.
RP-037

13. Automatic Shut-Off Regulator An automatic shut-off regulator, Item M, Fig. 1, located in the engine compartment near the carburetor, shuts off the fuel supply whenever the engine stops. Furthermore, when the engine is running, this regulator meters the quantity of fuel to the engine in accordance with the power requirements, and at a pressure slightly below atmospheric. Maintenance for parts on the engine unit are shown on pages 3-2-1 to 3-2-6 of this manual covering "Recommended Practice for the Inspection and Maintenance of Waukesha Ice Engine Air-Conditioning Equipment."
14. Propane Piping
I t is recommended that all propane piping be carefully checked weekly for leaks, by odor test for characteristic propane tracer gas smell, and that entire piping system be tested for leaks annually by means of soap bubble test, with not less than 50 lbs. pressure in the piping system. 15. Fuel Cylinder Cabinet Heating Common practice in propane systems usually recommends that at least one of the fuel cabinets in double cabinet systems be equipped with automatic heating. Heat is desirable with ambient temperatures of 30 degrees F . or lower. The cabinet heated is usually the one having the 6 ounce or highest setting for the low pressure regulator so that fuel cylinders being heated will empty first. Normally, for passenger cars with both engine-generator and ice-engine units, when operating in cold weather, fuel supplied from the heated cabinet is considered adequate as ice-engine will operate only a small portion of the time if at all. Fig. 1shows piping arrangement and automatic control for a steam heat system. The Vapor No. 1668 steam admission valve is set on automatic position. Only in emergencies should this valve be set on Manual "OFF" or "ON" position. When the propane cylinder vapor pressure drops to approximately 4 lbs., due to decrease in the ambient temperature, the contacts of control switch close and energize the No. 1668 steam valve. This valve opens when energized. Steam (low pressure) then passes through the cabinet steam coils and heats the fuel cylinders. As the vapor pressure in the cylinders increases, (2 to 3 lbs.), the contacts of control switch open and de-energize the No. 1668 steam valve. Standard type retarders and steam traps protect the steam piping from freezing. A 1 mfd, 400 volt condenser is connected across the contacts of the control switch to protect the contacts of this switch. All parts of the steam heating system, including controls, should be overhauled annually and checked for proper operation replacing worn out or defective parts. On some earlier type fuel cabinets, engine exhaust gases are used to heat cylinders by a fuel pressure controlled exhaust by-pass valve which by-passes hot engine gases to heater pads located under the fuel cylinders. METHOD OF TESTING FUEL SYSTEM
1. Fuel Supply Pressures (Sequence of Emptying Fuel Cylinders-See Fig. 1)
The fuel pressure shown on the gage will depend on the number of fuel cylinders in the fuel cabinets, as follows (engine running): (Outside temperature must be above zero degrees F.) One cylinder ............................................... .10 lbs. Two cylinders ............................................. .20 lbs. Three cylinders ........................................... .30 lbs. Four cylinders.. ........................................... .40 lbs. I t is assumed that each cylinder contains sufficient fuel, at least 3 to 4 lbs., otherwise the above pressures might be considerably lower. A-111-192
12-1-81

The pressure in the car line from the low pressure regulator to the engine regulator should be 4 ounces when a single cabinet is used, or 4 ounces and 6 ounces where two fuel supply cabinets are used. Be sure to set with both engines running. To vary this pressure, remove the bonnet cap in the center of the large regulator, Item I, and turn the adjusting screw clockwise for more pressure and counter clockwise to reduce pressure. Where two fuel cabinets are used, it is usually convenient to have the fuel always drawn from one cabinet first, until all those cylinders are empty. This can be readily accomplished regardless of the number of fuel cylinders in each cabinet by setting the low pressure regulator in one fuel cabinet, (the one with the steam heat), to maintain 2 ounces higher pressure to the engine than from the other cabinet. Thus, set one regulator to maintain 6 ounces (when the engine is running), and the other 4 ounces. The fuel will flow from the cabinet maintaining the higher pressure until all the fuel cylinders in that cabinet are approximately empty, and then flow from the second fuel cabinet. In the case of a 3-cylinder fuel supply, the fuel will first flow from the right cylinder, called cylinder No. 1, to the manifold, maintaining a pressure of approximately 30 lbs. at the main regulator, (40 lbs. if a fourth cylinder is used). As long as this cylinder maintains this pressure, the fuel will flow from this cylinder alone, until it is emptied or until less than about two pounds of fuel remain. The manifold pressure will then drop to approximately 20 lbs., the pressure at which the second cylinder cuts in. The fuel will now flow from the second cylinder until it is empty, when the third cylinder will automatically cut in to supply the fuel at approximately 10 lbs. pressure to the main regulator. Hence, if the fuel pressure gage shows approximately 30 lbs. with the engine running, it is apparent the first cylinder is supplying the fuel. If the gage shows approximately 20 lbs., obviously the fuel is being drawn from the second cylinder; the first cylinder now being empty, may be removed. Similarly, if the gage shows approximately 10 lbs., both the first and second cylinders are empty and may be removed. Due to variations in tank pressures with outside temperature, each tank should be weighed if the exact fuel content must be known. NOTE: In all cases when changing fuel tanks, move the cylinder then in use to position No. 1. Then load positions No. 2 and No. 3 with full cylinders, opening the valve of cylinder in,position No. 3 first, then cylinders No. 2 and No. 1, as this procedure will indicate that each tank supplying fuel is in its proper sequence. 2. Testing Fuel System Any regulator, high or low, permitting the pressure to vary while engine is running, or rise excessively after engine has stopped, should be removed for repairs. Excess flow valves should be removed, serviced and tested periodically as indicated in the foregoing and in accordance with instructions contained in Bastian-Blessing Company's Bulletin NO. L-348. Generally, it is recommended that all parts of the propane fuel system, including piping, be removed annually and completely overhauled and tested. TESTING, SERVICING AND REPAIRS TO CYLINDERS AND CYLINDER VALVES AT FILLING PLANT
Before Filling
1. Cylinder Inspection Inspect cylinder condition for sharp dents, cuts or gashes, loose or badly damaged foot ring, severe rust or corrosion and previous test date. If condition appears hazardous, cylinder must be removed from service until condition is corrected. If cylinder is due for a retest, this should be done in accordance with I.C.C. regulations.

2. Cylinder Valve Test
All cylinders must be tested in accordance with the following instructions before and after cylinders are charged, as specified, and all valves failing to pass inspection are to be removed and replaced with new or reconditioned valves: (a) Leak Test-Joints and Connections
(1) Test residual pressure in cylinder by use of pressure test gage, Fig. 2, by installing in valve outlet and opening cylinder valve. If indicated pressure is less than 50 lbs., place cylinder on charging scale and inject 4 lbs. of propane.
(2) With outlet seal plug removed, open valve by turning counterclockwise one turn only. Test all joints and connections, as well as outlet check, with soapsuds.
(b) Leak Test-Valve Shut-Off
(1) Close cylinder valve and install test unit, Fig. 2. Apply soapsuds at discharge end. Open test unit valve. If main valve is seating properly, no bubbles will form.
(c) Test Excess Flow Check
(1) Close valve on test unit, Fig. 2, and open cylinder valve. Slowly open test unit valve while observing pressure shown on 15 lb. gage. Excess flow check must not close below 1psi and must close at pressure in excess of 9 psi.
(d) Relief Valve
(1) Check test date or color. If date or color indicates more than three years of service, replace with new or exchange relief valve.
(2) Where cylinders are equipped with 2759W valve, it is important that the fuse plug on the 2833F relief valve points upward and not more than 45 degrees to either side of the vertical position to prevent possible flame impingement on the cylinder head. Correct positioning can be obtained by use of 2602-8 full thickness washer or 2602-8A half thickness washer. 3. Replacing Valves Cylinder must be completely empty before removing any cylinder or relief valve. Place cylinder on scale, connect purge line and open cylinder valve slowly to prevent excess flow check from closing. Exhaust gas until scale balances with empty weight stamped on cylinder. If cylinder will not reach balance at empty weight, this will indicate an accumulation of heavy oil and sludge in the cylinder which must be drained after valve is removed. Whenever this condition is noticed at the filling plant, the valve must be removed and the accumulation drained before refilling.
Figure 2. 118858 Test Unit For Flow Checking 7128 And 2759W Valves
A-111-195

Valves are fitted with locknut and resilient washer for ease in properly locating the valve outlet with the hole in the cylinder collar. Before inserting valve in cylinder, the locknut must be backed up the valve thread as far as possible exposing at least six threads on the valve shank. The valve is then screwed into the cylinder by hand at least five full turns before tight. I t is then held in position with outlet opposite the collar hole while the locknut is securely tightened. Pipe joint cement must not be used on the valve threads.
After Filling
Repeat above tests 2 (a) (2), 2 (b) (1) and 2 (c) (1). NOTE: Propane cylinders in storage or in transport shall have the valve outlet tightly sealed with seal plug at all times when either full or empty. The plug shall not be removed until ready to install the cylinder in the fuel cabinet and shall be replaced upon removal of the cylinder from the fuel cabinet.
FUEL CYLINDER TESTING-WATER

1. Introduction
JACKET METHOD
A number of methods have been developed for complying with the Bureau of Explosives' requirements, (Section A-1), for testing fuel containers or cylinders as hereinafter referred to. Two methods are in rather general use. One accomplishes this result by measuring the amount of liquid added to the cylinder as the result of the application of the test pressure. The other measures the amount of water displaced by the cylinder as the result of the application of the test pressure. The second method is the one most generally used and recommended.
2. Equipment
Fig. 3 shows essential equipment for making this test as follows: A water jacket, in which the cylinder to be tested is placed, complete with covers, clamps, fittings, various valves for controlling low pressure and high pressure water supply, and a gage for indicating the test pressure. A frame "N" on which is mounted a sliding panel "0" which panel holds the manometer glasses "M." The panel can be raised or lowered by turning a crank handle "P." The manometer glasses are connected directly to the water jacket by means of flexible rubber tubing "J." Each water jacket may have two or more manometer glasses of different diameters and calibrations, so that expansions of tanks of various sizes can be conveniently and accurately measured. Only one valve is left open, depending upon which glass is used. The manometers are graduated to read in cubic centimeters. The marker or pointer "L" is fastened to the framework "N" and is lcoated on a direct horizontal line with the top of valve "F" in the jacket cover. This position marks the "permanent" zero point. 3. Procedure The cylinder to be tested should be completely filled with liquid, placed in the water jacket, and connected to the pressure line at "G" by means of a special connection and clamp. The water jacket should then be completely filled with water by closing valve "B" and opening valve "A." Fasten the lid or cover in place, and force more water into the jacket until it overflows at valve "F" which is located at the highest point of the lid, thus insuring the removal of all air within the jacket. Close valve "F." The system now being completely filled with water, level the manometer glass to its zero mark which coincides with the permanent zero line as indicated by pointer "L." The cylinder must then be subjected to a rounding out pressure not exceeding 90 percent of the prescribed test pressure nor within 100 lbs. thereof. To do this apply pressure slowly and steadily
RP-037
by opening valve "D" in the pressure line and close valve "E." Readings need not be recorded during the rounding out process. The pressure should be maintained a sufficient length of time to insure complete rounding out of the cylinder, then released by closing valve "D" and opening valve "E." Level the system to zero again by opening valve "F" until excess water is removed from the jacket.
H PRESSURE GAGE A 11/4" INLET THROTTLE VALVE B 2" OUTLET THROTTLE VALVE C PRESSURE LINE
J
FLEXIBLE RUBBER TUBING
K GLOBE VALVES L POINTER
D l/z" H.P. VALVE

E 1/2" RELIEF VALVE F OVERFLOW VALVE G CLAMP
M MANOMETER GLASSES N FRAME 0 SLIDING PANEL
P CRANK HANDLE
Figure 3. Schematic Diagram of Water Jacket Test

Apply pressure again slowly and steadily until the prescribed test pressure is reached which, for example, is 480 lbs. for an 1.C.C.-4B240 cylinder. When gage "H" indicates 480 lbs., close valve "D" and maintain the pressure for 30 seconds or longer. While pressure was being applied the cylinder was steadily expanding thereby forcing water from the jacket into manometer "M." While the test pressure of 480 Ibs. is being maintained for 30 seconds or longer, lower the sliding panel "0" until the liquid level in the manometer coincides with the permanent zero line as indicated by pointer "L." The reading on the manometer at this point is the total volumetric expansion of the cylinder in cubic centimeters. I t is a measurement of the displacement caused by the expansion of the cylinder and is, therefore, a direct measurement of the total expansion of the cylinder. After 30 seconds have elapsed, release the pressure through valve "E." The cylinder begins to return to its original shape and the liquid which has been displaced returns to the jacket. As the liquid level falls in the manometer, move the sliding panel "0" upward. When the entire pressure has been released and pressure gage "H" returns to zero, adjust panel "0" so that the liquid level in the manometer coincides with the permanent zero line "L." The manometer reading at this point is the permanent volumetric expansion in cubic centimeters.
4. Requirements
For new cylinders, the permanent volumetric expansion must not exceed ten percent of the total volumetric expansion at the prescribed test pressure. Also for cylinders being subjected to the 12-year retest, the permanent expansion must not exceed ten percent of the total expansion. Cylinders which have been exposed to fire may be retested and shall be considered satisfactory for use only if they successfully pass this test. In the case of cylinders which have been reheat treated, the permanent expansion must not be less than three percent nor more than ten percent of the total expansion provided; however, if cylinders, so reheat treated, can be segregated in lots of the same chemical composition, the allowable permanent expansion may be from zero to ten percent of the total expansion, if one cylinder out of each such lot of 100 cylinders or less is subject to and passes the requirements of the physical tests specified by the specification for the manufacture of the type of cylinder in question. 5. Check of Test Apparatus In order to check and thereby insure accuracy of water jacket equipment, the use of a calibrated cylinder is recommended by the Bureau of Explosives. Such a cylinder, having been carefully checked on an apparatus known to be accurate, should be used to check the accuracy of the equipment at least once a day or before each lot of cylinders is tested if the apparatus is used less frequently. Calibrated cylinders can be secured from the manufacturers of the fuel containers.
Association of American Railroads Manual of Standards and Recommended Practices PART 4 DIRECT MECHANICAL RECOMMENDED PRACTICE FOR THE INSPECTION AND MAINTENANCE OF DIRECT MECHANICAL AIR-CONDITIONING EQUIPMENT
RP-037
A-1. Attention to be given cars at completion of each trip, or weekly, in addition to regular inspection of car-lighting equipment.
1. Battery.
2. Grounds
a. Check equipment and wiring for grounds with test lamp having not more than Bwatt rating at nominal rated voltage of equipment. 3. Belts a. Inspect belts to be sure that all are in good condition and have equal and proper tension. Where belt replacements are necessary, only complete matched sets should be used.
4. Condenser Coils
a. Clean condenser coils and compressor box with compressed air, or wash with water. 5. Under Car Air-Conditioning Equipment
a. Make visual inspection of all under car air-conditioning equipment for defects, including speed control brushes and collector rings. b. Confirm suspicion of Freon leaks, with an approved leak detector. c. Check for cracks or other defects of driven unit suspension and guide plates and parts to insure safe operation. d. Check driven unit gear case oil level and add oil when necessary. Inspect drive suspension parts, drive shafts, pulleys and motor. Lubricate when required. 6. Standby Power Operation a. Place car on standby power and operate equipment. See cooling specifications for proper phase rotation.
7. Condenser
a. Drain and flush out sump or evaporative sub-cooler or fully-flooded condenser. If equipped with automatic water filling device, either by operation of pressure or temperature switch, see that controls, relay and float operate properly. Inspect pump for leaks. Examine spray nozzles and condenser coil and clean if required. Inspect motors for brush wear and condition of commutator. If water filling device is not automatic, refill sump to capacity with clean water. If equipped with intake air filter, clean. During freezing weather, disconnect sump motor and interrupt circuit. Drain water from sump and fasten water filler cover to prevent accidental filling. 8. Blower Fan a. Check operation of blower fan and motor. Inspect blower fan motor brushes and commutator. Observe condition of pulleys, belt and tension (if belt-driven fan). Lubricate as required.
RP-037

9. Controls
a. Clean air-conditioning panels by blowing with compressed air or with vacuum cleaner. Check all thermostats for proper operation and value, including outside thermostats, where used.
10. Refrigerant and Expansion Valves.
a. Inspect solenoid refrigerant expansion and other valves for operation and Freon leaks. At the same time, make visual inspection of all piping and valves in air-conditioning compartment for Freon leaks.
11. Air Filters
a. Inspect all air filters. Service, if necessary. Check condition of filter seals, also fresh air shutter controls in cars so equipped. If balancing baffles are used, they should be maintained in proper condition.
12. Air Flow
a. Determine if air flow is

proper^.
14. Check bearings for heating and noise. Where necessary, corrective action should be taken.
15. Check lubrication of compressor with compressor at rest after it has run 20 to 30 minutes. Oil used to bring up to required level must be of an approved type.
16. Check lubrication of directional fan drive, where used. 17. Observe cooling effect. Whenever it is necessary to use the "cooling test" terminals to run cooling system, care must be taken to remove the jumper when test is completed.
18. Note the operation of compressor motor, etc., for unusual vibration and noise.
19. Check Freon level after system has been operated for 15 minutes and correct as required. 20. Take speed control current reading and voltage drop across caterpillar contacts. Current reading should be 8-10 amperes. Voltage drop should not be more than two volts on 32 volt equipment nor more than four volts on 64 volt equipment. Corrections should be made as required. B-1. Attention to be given cars at monthly intervals, in addition to the trip inspection: 1. Lubricate bearings as required. 2. Lubricate all belt aligning screws and other threaded parts that are frequently used.
3. Wash or steam all dirt and accumulated oil from the compressors, condensers, and inside of compressor box. Where excessive oil or dirt is in evidence, the parts should be washed with a mild solution of trisodium phosphate, or equivalent. Inspect condensers closely to see that all air passages are open and free of dirt.
C-1. Attention to be given cars at yearly or seasonal inspection in addition to monthly inspection:
1. Thoroughly clean all condenser surfaces.
2. Remove and overhaul belt-driven type drive units. Change oil in all gear type truck drives. 3. Remove and overhaul speed control.

4. Remove a-c standby motor, if necessary, for inspection, cleaning and repairs. Lubricate bearings with approved lubricant.
5. Clean a-c starter and power receptacles. Overhaul, if necessary.

6. Apply insulation test to a-c motor and wiring. Insulation should be not less than one megohm and should withstand 600 volts 60 cycles a-c for one minute with an approved test device. Apply insulation test to d-c motors and control wiring. Insulation should be not less than one megohm and should withstand 220 volts 60 cycle a-c for one minute with an approved test device. Make corrections as required.
7. Remove and check propeller shafts for wear. Replace lubricant seals.
8. Check operation of high and low pressure switches against master gages to determine that they open and close at the required pressure for the particular type of switch. Readjust where necessary.
9. Gages carried on equipment should be checked against master gages, replacing if necessary.
Association of American Railroads Manual of Standards and Recommended Practices PART 5 STEAM EJECTOR RECOMMENDED PRACTICE FOR THE INSPECTION AND MAINTENANCE OF STEAM EJECTOR AIR-CONDITIONING EQUIPMENT A-1. Attention to be given cars at completion of each trip, or weekly, in addition to regular inspection of car-lighting equipment.
1. Battery
2. Grounds
a. Check equipment and wiring for grounds with test lamp having not more than 6-watt rating at nominal rated voltage of equipment. 3. Operation of Equipment a. Test unit under steam where steam at required pressure is available. If not available, make all tests possible without it. Make visual inspection of all controls, fuses, and fuse clips. b. Ascertain that sufficient make-up water is available. c. Ascertain that there is sufficient steam ejector pressure to operate the unit. d. Observe operation of bucket trap and note that it is regular.
4. Motor-Operated Steam Valve
a. Test operation of motor-operated steam valve.
5. Sump and Strainer

a. Clean and flush sump and clean sump strainer on underframe units. 6. Outlet Air Dampers a. Inspect outlet air dampers on Type "A" units. These dampers must work freely and should stand wide open with condenser pump running.
7. Vibration and Leakage

a. While equipment is running, inspect pumps and fans for excessive vibration and leakage at pump packings. A slight leak at condenser pump packing is desirable. 8. Condenser a. Flush outside of condenser tubes with water under pressure. Side of condenser casing should be removed for this cleaning. This paragraph applied to underframe units only. 9. Refrigerating Unit a. Check refrigerating unit inlet screen and all filters and clean if necessary. b. Check operation of condenser spray header and clean if necessary.
10. Blower Fan

a. Check operation of blower fan and motor. Inspect blower fan motor brushes and commutator. Observe condition of pulleys, belt and tension (if belt-driven fan). Lubricate as required.
Association of American Railroads Manual of Standards and Recommended Practices 11. Controls
a. Clean air-conditioning control panels by blowing with compressed air or with vacuum cleaner. Check all thermostats for proper operation and value, including outside thermostats where used.
12. Air Filters

a. Inspect all air filters. Service as required. Check condition of filter seals and fresh air shutter controls in cars so equipped. If balancing baffles are used, they should be maintained in proper condition.
13. Air Flow

a. Determine if air flow is proper.

B-1. Attention to be given cars at monthly intervals, in addition to the trip inspection: 1. Pressure Switches
a. Inspect contacts on all pressure switches. Clean if necessary.
2. Motors
a. Check all motors, removing inspection cover for examination of commutator and brushes. Replace brushes worn to condemning limit and lubricate sleeve-type bearings. Blow carbon dust and dirt from all motors on underframe units.
3. Seal Line
a. Check seal line to insure flow of clean water to cold water pump shaft seal.
4. Condenser
a. Clean outside of condenser tubes thoroughly. b. Clean condenser spray header.
5. Motor operated Steam Valve

a. Inspect height of lubricant in gear box of automatic steam valve. 6. Vacuum Check a. Check system for vacuum leaks. System should be vacuum tight. Leaks should not exceed one inch per hour. Vacuum pull-down test should be made by releasing vacuum to zero pressure, then start the equipment and observe the time required to obtain 25 inches vacuum. This should not be greater than twenty minutes. If this time is exceeded, it indicates a defective purge nozzle, dirty or defective condenser pump, or that the system has a vacuum leak greater than the maximum allowable. To locate such leaks, the pressure test system, using forty pounds of air and water or water alone as recommended, should be used.
7. Condenser Pump
a. Check condenser pump pressure, which should not be less than 27 lbs. taken at inlet side of purge with 30 volts at condenser pump motor terminals.
8. Cold Water Pump

a. Check cold water pump pressure after releasing vacuum to zero, pressure should be not less than 11 lbs. in delivery line from pump 30 volts at cold water pump terminals.

9. Relays and Thermostats a. Check and test operation of all relays and thermostats by causing them to start or stop cooling equipment as required.
10. Condenser Sump Feed Valve

a. Check condenser sump feed valve for proper operation. Repair where necessary. C-1. Attention to be given cars at yearly or seasonal inspection in addition to 30-day inspection.
1. Condenser and Cold Water Pumps and Motors

(a) Remove pumps and motors from car and disassemble. (b) Check clearance on pump impeller seal ring on condenser pump. This clearance must not be over .015 in. on overhead equipment, and .025 in. on underframe equipment. The clearance figures given refer to actual clearance between inner and outer seal rings, and not to the difference in diameters between inner and outer seal rings.
(c) Remove packing and examine shaft bushings, which should be renewed if worn. Where ring type packing is used it should be renewed. Clean grease lantern gland or water seal gland where used. In rotary seal type packing, renew the complete seal. If shaft bushing is applied, check pump shaft to ascertain if pump shaft has been sprung.
(d) Clean impeller vanes thoroughly and examine pump body for corrosion. Change seal rings where necessary. (e) Renew motor brushes and make close inspection of brush boxes and brush springs. Check spring tension, which should be 1.25 lb. per brush.
(f) Make insulation test of armature and field coils. Insulation value to ground should be not less than one megohm. Inspect thyrite resistors and renew where necessary.
(g) Renew shaft bearings handpacked with approved grease. (h) Renew felt washers on motor bearings. (i) Make close inspection of motor handhole covers, and replace if damaged, or replace lining if covers are in good condition otherwise.
Cj) After pump has been assembled it should pass approved test.
2. Motor Operated Steam Valve

a. Remove motor operated steam valve. b. Renew packing and check stem diameter for excessive wear. c. Wash gear case and gears with approved solvent and, when reassembled, renew lubricant in gear case with approved grade of oil. Wash ball bearings on armature, and check for wear. Regrease ball bearing at commutator end. d. Renew valve disc if necessary. e. Check gears for tightness on shaft. f. Dress commutator; be sure that brushes are of the correct grade, properly seated on the commutator with recommended tension. g. Make insulation test of armature and field coils. Insulation value to ground should be not less than one megohm. h. Check condition of valve seat and, if necessary, reface or replace with renewable seat.
RP-037
i. On spring closing type valve, check adjustment of spring tension, and renew spring if necessary. On motor reversing type valve, check rubber stop and disc. Replace if defective. j. When reassembling, apply all new gaskets. k. After valve has been reassembled, test for opening and closing under low-voltage conditions. Valve should open fully at 25 volts. 1. Inspect handhole cover. Repair or replace if required. m. Check valve for proper operation. 3. Pressure Reducing Valves a. Remove valves from car for thorough cleaning with approved solvent. b. Disassemble valve and examine all parts. Replace all parts found defective, according to the respective manufacturer's specifications. c. Reassemble valve, test, and reset per manufacturer's specifications for proper operation.
4. Refrigerating Unit
a. Remove and clean all strainers. b. Remove purge nozzle and check for wear by means of standard plug gages. I t must be borne in mind that any uneven wear of the nozzle will reduce the efficiency of the purge ejector, and this must be considered as well as the diameter. c. Overhaul steam traps, replacing defective parts, and test for proper operation. d. Check accuracy of makeup water gage. Repair if required. e. Test pressure gages with deadweight tester. f. Test condenser and steam pressure switches. Reset if necessary. g. Test thermostatic drain valves, where used. Renew valve disc if it fails to close tightly. Adjust valve to open at 38 to 40 degrees F. h. Renew check in purge suction, if necessary. i. Clean condenser per recommended practice, and straighten fins where necessary. If the fins are loose, the condenser should be removed for repairs. j. Remove condenser fan and motor. Clean fan blades and fan housing with steam. Repaint fan housing with a corrosion-resistant paint. k. Overhaul motor and apply new brushes of proper grade, with proper tension. Lubricate bearings with approved lubricant. Renew all grease seals. If thyrite resistors are used, check all resistance values. If the seal is cracked or resistance values are incorrect, the resistor should be replaced. 1. Check armature and fan for balance. m. Clean air intake screens thoroughly. n. Check condition of condenser fan belts and pulleys, and renew where necessary. If belts are renewed, renew with complete matched sets. o. When fan and motor are applied to the car, the fan housing seal should be tight, and belt tension properly adjusted. p. Remove and clean spray header, and renew gaskets where necessary.

q. Clean and lubricate air outlet dampers of overhead unit. Check operation of damper motor and renew piston packing if necessary. The dampers should open with pressures over 22 lbs.
r. Check water supply line to the shaft seal of the cold water pump. Where float valve is used to furnish water to the shaft seal on cold water pumps, the valve should be overhauled and necessary parts renewed. s. When water recovering coils are used, clean the finned surfaces. On the overhead unit, check the operation of the thermostatic trap. I t should open at 180 degrees F.
t. Remove and check the evaporator feed valve. Replace any worn parts. Jf the evaporator is aluminum and an inhibitor is used, the inhibitor should be renewed.
u. Paint all parts requiring protection. v. After system is reassembled, apply vacuum test, and if leakage exceeds one-half inch per hour from initial vacuum of 25 inches, the leak should be located and repaired. w. Replace or repair insulation on piping where necessary.
x. Test assembled equipment under normal operating conditions.
Association of American Railroads Manual of Standards and Recommended Practices PART 6 AIR CLEANING EQUIPMENT RECOMMENDED PRACTICE FOR THE MAINTENANCE OF FRESH AND RECIRCULATED AIR FILTERS AT MAINTAINING TERMINALS
1. Due to the numerous types of air filters used, their location, the type of car, and localities through which the train operates, a definite schedule for changing or renewing cannot be set. This must be determined at each maintenance point. 2. All metal, cleanable filters "oil type." (Note: Many large terminals are equipped with automatic cleaners and oilers and detailed servicing instructions are furnished by manufacturer of the machine. Recommended practice that follows will therefore apply only to the servicing where such machines are not available and where additives and synthetics are not used).
(a) Filters must be replaced with reconditioned filters weekly or more frequently, if necessary. (b) Recommended reconditioning procedure: Place in cleaning tank of heated solvent solution. Filters constructed with larger mesh on one side should have this side down. Allow to boil for 30 minutes or longer, if necessary. Remove from solution, rinse thoroughly with hot water and allow to dry in sun or warm air drier until thoroughly dry. Filters using a herringbone-crimped screen for the media can effectively be cleaned with water. A garden hose with pressure nozzle of 30 to 40 p.s.i. is satisfactory. The stream of water should be directed to the dirty side of the filter so that the full energy of the water jet will break the dirt mass loose from the media and surplus water will flush out the loosened dirt. Hot water will speed up the cleaning operation. Dry filter as indicated above. Filters should be reoiled by spraying or dipping in an approved filter oil. Dipping is preferred because there is far less chance to do it improperly. With this method immerse filter completely, allow to remain in the oil until bubbles stop rising to surface, then remove from dip tank and allow the filter to stand on edge, with drain holes down, for 12 to 24 hours. The filters should be drained at a temperature of about 10 degrees F . above the maximum operating temperature.
3. Oiled cardboard type filter
I t is recommended that this type of filter be renewed weekly or more frequently, if necessary. If filter is reused, it should be serviced as follows: Remove, brush off heavy substance on coarse side with whisk broom and blow lightly from the fine side in opposite direction to normal air flow. This process may be repeated, but the filter is considered used up when the cardboard on the coarse side becomes dry.
4. Dry type filter Dry type filters require cleaning after each trip. Remove, shake lightly and blow out with low air pressure.

5. Electrostatic type filter This type of filter is not included in the above and should be maintained in accordance with manufacturer's recommendations.
6. Filter frames on the car where the filters are located must be maintained in good condition to provide effective sealing and prevent air from passing around the filters. Sealing strips should be examined carefully whenever filters are removed from receptacle, and repairs or renewals made when necessary. Metal frame work that is bent or distorted should'be restored to proper shape.
Association of American Railroads Manual of Standards and Recommended Practices CHAPTER 3 PART 7 CAR RECORD CARD FORMAT
A Car record card covering a three-month period on the basis of trip or weekly, monthly and periodic inspection and maintenance procedures, for both air-conditioning and electrical apparatus on passenger cars as shown on page 3-7-3.
The card size of 8 x 11 inches is maintained by use of a two-fold card. The card shall be made from a suitable paper stock and weight that will stand folding and will not separate at the folds. Modifications may be made as required to suit the conditions prevailing on the individual railroad.
AST INSP. DATE:
MONTHLY
SUMMER W
REFER TO AAR ELECTRICAL MANUAL-SECTION
1, CHAPTER 5 AND SECTION 3 , CHAPTER 3
(THIS SPACE FOR INDIVIDUAL RAILROADS TO SHOW FORM NUMBERS FOR DETAILED INSTRUCTION)

MONTH PERIOD LOCATION MONTHLY MONTH PERIOD LOCATION MONTHLY
1/
55
56 57
11 VALVES. SOL. I 1
11
11
REFRIGERANT L i U I D LINE FILTERS & STRAINER C&CK FOR RESTRICTION ICE ACT. BUNKER & DOOR VALVES, OVERHEAD HEAT VALVES, SHUT OFF & DRAIN
11 I 1 11
II I
II I
11 I 1 11
69 - -
11 I 1 11
RETARDERS. LOW PRESS. TRAP TRAINLINE DRAIN THERMO.
11 I 1
1I
1I
70
58
59
ITEM
MISCELLANEOUS OPERATION
Nn
DESCRIPTION LOCATION LAST DATE EMPLOYEE DUE DATE PERIOD
-3
4
AIR DISTRIBUTION DUCTS & GRILLES CLEANED EVAPORATOR & HEATING COILS CLEANED REMOVE BATTERY CLEAN & PAINT BATTERY B b x AIR FLOW
Association of American Railroads Manual of Standards and Recommended Practices AIR CONDITIONING AND REFRIGERATION
REMARKS, DEFECTS AND REPAIRS MADE
LOCATION
DATE
ALL DEFECTS NOT CORRECTED MUST BE TRANSFERRED TO NEW CARD

BATTERY SET NO, NO.
MONTH DATE LOCATION
RP-037
LEAD NPE
TRIP INSP ELEC. A.C. VOLTS SP. CR.
EDISON NPE NO. CELLS

BATTERY INSPECTION ELECT. HEIGHT WATER ADDED 'OURS ON CHARGE EMPLOYEE
CAP.
AH.
3
4
ALL DEFECTS NOT CORRECTED MUST BE TRANSFERRED TO NEW CARD
(Former None) S-044
SINGLE CAR TESTING DEVICE - CODE OF TESTS FOR PASSENGER CAR EQUIPMENT
Instruction Pamphlet No. 5039-4, Sup. 3 Standard S-044 Adopted 1982 Effective May 1, 1983; Revised 1983 TABLE OF CONTENTS Page A-I11
Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . .217
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .217 Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -217 Pre-Test Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220 Daily Test for Testing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 Monthly Test for Testing Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 Tests - D-22 Type Control Valves (with Standard Device) . . . . . . . . . . . . . . . . . . . . . . . .231 Tests - D-22 Type Control Valves (with Alternate Standard Device). . . . . . . . . . . . . . .236 Tests - 26-C Type Control Valves (with Standard Device). . . . . . . . . . . . . . . . . . . . . . . . .240 Tests - 26-C Type Control Valves (with Alternate Standard Device). . . . . . . . . . . . . . .244 Tests - U-12 Type Valves (with Standard Device). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 Tests - U-12 Type Valves (with Alternate Standard Device) . . . . . . . . . . . . . . . . . . . . . .250 Tests - Brake Cylinder and Retaining Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
Single Car Testing Device
(Former-None) S-044
SINGLE CAR TESTING DEVICE - CODE OF TESTS FOR PASSENGER CAR EQUIPMENT
Instruction Pamphlet No. 5039-4, Sup. 3 Standard S-044 Effective May 1, 1983
1.0. SCOPE The purpose of this pamphlet is to describe the test procedures by which a general check on the condition of passenger brake equipment on cars can be made. I t covers cars while in service and cars having undergone "periodic repairs" (COT&S). The Single Car Testing Device enables this testing to be accomplished without removal of any components from the car. Operators of passenger equipment may test cars with higher than the specified 90 psi, providing all test requirements adhere to this specification. 2.0. SINGLE CAR TESTING DEVICE 2.1. Description 2.1.1. General There are two types of the Single Car Testing Device which are similar in appearance. One is for passenger cars and the other for freight cars. The devices are identified by name plates which are marked "PASS" or "FRT". I t is important to use the correct Testing Device for the type of cars being tested. There are two different types of passenger car testing devices. There is a standard type which is equipped with a FLOWRATOR and an alternate standard type. The test devices are shown in Figures 1 and 1A.
Figure 1 Standard Passenger Single Car Testing Device with FLOWRATOR
Figure 1A Alternate Standard Passenger Single Car Testing Device
Port A B
C
Std. Pass Device

.0225" .0465"
Alt. Pass Device
.093" .187"
Model of Rotary Valve Seat
Figure 2 Rotary Valve and the Rotary Valve Seat of the Single Car Testing Devices
Association of American Railroads Manual of Standards and Recommended Practices POSITIONS OF STANDARD PASSENGER SINGLE CAR TESTING DEVICE
Position No. 1 Position No. 2 Position No. 3 Position No. 4 Position No. 5 Position No. 6
M.R. charges brake pipe through . 2 5 0
(Y4"
drill) opening.
M.R. charges brake pipe through .0225" (No. 74 drill) opening.

Lap. Brake pipe pressure reduces through .0465 (No. 56 drill) opening. Brake pipe pressure reduces through .09375" (%? drill) opening. B r a k e pipe p r e s s u r e reduces t h r o u g h .1875" (3/1s" drill) opening.
%" Test Device Cock - Brake pipe pressure reduces through . 3 7 5 (%" drill) opening.
POSITIONS OF ALTERNATE STANDARD PASSENGER SINGLE CAR TESTING DEVICE

Position No. 1 Position No. 2 Position No. 3 Position No. 4 Position No. 5 Position No. 6
M.R.charges brake pipe through . 2 5 0
(Y4"
drill) opening.
M.R.charges brake pipe through .038" (No. 62 drill) opening.

Lap. Brake pipe pressure reduces through .0465 (No. 56 drill) opening. Brake pipe pressure reduces through .09375" (%2" drill) opening. Brake pipe pressure reduces through .1875"
(Y/16"
drill) opening.
%" Test Device Cock - Brake pipe pressure reduces through .375" (Ys" drill) opening.
Association of American Railroads Manual of Standards and Recommended Practices 2.2 Pre-Test Instructions
2.2.1
The test racks in which the Single Car Test Device may be installed are shown in Figures 3 and 4.
A source of clean, dry air to maintain 70 psi during test is required for proper operation and results. An efficient air filter in the supply line ahead of the regulating valve must be installed. Before the test apparatus is attached to the supply line, the line must be blown out.
Between the testing device and the outlet hose coupling, which connects to the brake pipe hose on the car, the use of a hose is optional. If used, such outlet hose must be of 3/4" size with Y2" connecting nipples and not greater than 8 feet in length.
2.2.1.3
FLOWRATOR shall be within 15 degrees of vertical.
Care should be exercised in moving t h e t e s t device handle back t o Position 3 (Lap) after making brake pipe reductions of 15 psi or more i n Positions 5 a n d 6. When snapped back, t h e t e m p e r a t u r e effect will cause t h e brake pipe pressure t o rise 11/2 a n d 2 psi a n d m a y be t h e cause of a n undesired release. T h e device handle should b e moved slowly toward L a p position.
When making tests of cars having two sets of brake equipments, each set must be tested separately, with the branch pipe cut-out cock closed to one set while the other set is being tested.
I n t h e e v e n t of t h e valve failing t o pass t h e specified test, it m u s t be ascertained t h a t t h e Single C a r Testing Device is not a t fault. If t h e device is not a t fault, refer t o S-045, Passenger C a r Maintenance Requirements, in Section A-I11 of t h e Manual of S t a n d a r d s and Recommended Practices.
'Passenger cars equipped with freight type valves must be worked in accordance with freight car rules in Field Manual of Interchange Rules.
Conductors signal system must be checked. If car is equipped with air signal equipment, it must be tested as provided in Instruction Leaflet No. 2377-2.
If car is equipped with a wheel slip control system, it must be tested in accordance with manufacturer's instructions.
When a car equipped with both a trainlined main reservoir system and brake pipe is to be tested, air pressure of 90 psi should be connected to the two trainlines.
Cock No 2
Cock No 3
dFT
-3
No 8 0 Double Choke wlth F l t t ~ n q
S u p p l y Reservoir 1 5 5 0 Cu I n
O p e r a t i n g Reservoir I S S O Cu. In.
'
Mounting Focility For Tesl Rock FeedVal-
IAlr Sholner, PC 70800

IMWSupplyCoek,PC 5 7 2 4 6 5 . P ~ 5 7 2 4 6 0 . o r O#ophrogm Cock PC 5 1 9 8 7 3 IType HI Feed V o l n PICC@rocket,PC 542010 3~~i~ubulCocks(~os1,28 PC 3 )5 . 7 2 4 6 4 . P ~5 7 2 4 5 9 . 0 1 DlophroOm C o c k Ikrpply Reservoir. PC 530851 I Oparat~ng Reservoir, PC. 530869 2 S ~ e R I n t e r & r G o p c s .PC 8 8 8 8 2 INo 8 0 Double Choke Wtlh F1111nq.PC 553431 2 3 / 4 " X 5 6 " Hose W ~ t h 2 112' Thrd N~pples, PC 5 4 9 7 12 2 3/4" X 1/2" Face Bushlnq, PC 5 3 7 6 5 9 2 F S - 3 Hosr Coupllnq. PC 87817 958
PC
S-044
Figure 4 Alternate Rack for Testing the Passenger Single Car Testing Device

2.3 Daily Test for Testing Device With FLOWRATOR
This test is to be performed at least once each day.
Connect t h e device t o a source of clean, d r y a i r a s specified i n P a r a . 2.2.1.1. Move device handle i n Position 2. Close a n d open FLOWRATOR by-pass cock. Observe t h a t float does not s t a y at top of tube.
Move device handle to Position 3. Couple the dummy test coupling, PC. 552603, to the brake pipe or coupling end of the device. Move the device handle to Position 1. Close the FLOWRATOR by-pass cock. Note that the FLOWRATOR ball float rises and floats in the tube in the zone between the condemning line and the top of tube. If device fails, check coupling and gaskets for leakage (none allowed). Inspect the two #80 Drill Chokes to insure they are free of obstructions and that filters are clean. If necessary, clean both chokes and filters. Do not use metal tools to clean chokes since damage to choke can result. If this does not correct failure, refer to cleaning procedure for FLOWRATOR tube outlined in monthly test.
Move the device handle to Position 3. Open the FLOWRATOR by-pass cock and remove the dummy t e s t coupling. Test for leakage a t brake pipe connection and rotary valve exhaust. This leakage when detected with soap suds, must not exceed a 1" bubble in 5 seconds.
2.4 Monthly Test for Testing Device
To secure reliable and uniform results with the Single Car Testing Device, it must be kept free from leakage and must be tested not less than once every month but not less frequently than every thirty-one days (and test date recorded), or more often if necessary, and any leakage discovered must be corrected. As often as service conditions require, the rotary valve must be lubricated with a suitable grease or lubricating oil (AAR Spec M-912). Lubricate the standard quick opening diaphragm cock cam with a small amount of grease (AAR Spec. M-914). The test gage must be compared with a master gage for accuracy as often as the device itself is being t e s t e d . The master gage is to be checked for accuracy annually or a s required.
2.4.1 Test Procedure for Standard Single Car Test Device on Standard Test Racli (Figure 3) 2.4.1.1
Attach t h e device t o rack a s illustrated by Figure 3. Open t h e supply cock a n d FLOWRATOR by-pass cock. Adjust device regulating valve, if so equipped, t o close at 70 psi.
Operate the valve several times by moving the device handle from Position 1 to Position 6, finally leaving the handle in Position 3.
Commence t e s t with all numbered cocks closed and test device handle in Position 3. Open Cock 1 and the test device %" cock. Coat the opening of the 3%'' cock with soap suds in order to detect rotary valve leakage to brake pipe. A 1" bubble in not less than 5 seconds is permitted.
Close t h e y 8 ' cock and move t e s t device handle t o Position 6, then coat t h e device exhaust port with soap suds in Positions 6, 5, 4, 3, 2 and 1 consecutively. A 1" bubble in not less than 5 seconds is permitted.
Open cock 2, and when operating reservoir pressure reaches 38 psi, move device handle to Position 2. Note t h a t t h e operating reservoir charges from 40 t o 45 psi in 35 t o 40 seconds.
Close FLOWRATOR by-pass cock and move device handle to Position 1. Note that operating reservoir charges from 50 to 55 psi in 18 to 21 seconds.
2.4.1.7
Open t h e FLOWRATOR by-pass cock. A f t e r t h e o p e r a t i n g reservoir i s c h a r g e d t o 70 psi, close t h e FLOWRATOR by-pass cock. T h e r e should be n o indication of a i r flow. Open by-pass cock a n d o p e n cock 3, allowing a i r t o v e n t t h r o u g h t h e X80 double choke f i t t i n g of t h e t e s t rack. T h e n close t h e by-pass cock. T h e ball float should rise a n d float i n t h e t u b e i n t h e zone between t h e condemning line a n d t h e t o p of t h e tube. If t h e FLOWRATOR fails t o p a s s t h i s t e s t , t h e ball float a n d g l a s s t u b e of t h e FLOWRATOR should be cleaned w i t h e i t h e r F r e o n T F (registered t r a d e m a r k of DuPont) o r Trichloroethane, w i t h F r e o n T F preferred, t o remove a n y oil o r foreign m a t t e r which m a y b e c a r r i e d i n t o the device. When t u b e i s properly installed i n FLOWRATOR cock, t h e dot on t h e t u b e should b e below t h e condemning line.
2.4.1.8
Close cock 3 and open FLOWRATOR by-pass cock. NOT LESS THAN 30 SECONDS MUST ELAPSE BEFORE COMMENCING EACH OF THE FOLLOWING TESTS. a) Move the device handle to Position 4. The operating reservoir pressure must reduce from 70 to 60 psi in 10 to 13 seconds. At the completion of test, move the device handle to Position 1 and recharge. b) Move the device handle to Position 5. The operating reservoir pressure must recluce from 70 to 40 psi in 10 to 13 seconds. At the completion of test, move the device handle to Position 1 and recharge. c) Move the device handle to Position 6. The operating reservoir pressure must recluce from 70 to 30 psi in 3 ?hto 5 seconds. At the completion of test, move the device handle to Position 1 and recharge.
s-044

d) Move the device handle to Position 3 (Lap). Open the test device Ys" cock and observe on the operating reservoir gage that the operating reservoir pressure reduces from 70 to 10 psi in 3 to 3-?h seconds. At the completion of test, close all cocks and remove device from test rack.
2.4.2 Test Procedure for Standard Single Car Test Device on Alternate Test Rack (Figure 4)
Attach the end of test device marked B P to the volume reservoir coupling of the test rack (Fig. 4) then couple the supply line to the test device end marked MR.
The supply line pressure must be maintained a t 70 psi by means of a suitable regulating valve, and the FLOWRATOR by-pass cock must be open.
With device handle in Position 3 (Lap) and cocks 1 and 2 closed, open the supply cock and test device %" cock. Coat the opening of the %" cock with soap suds to detect rotary valve leakage to brake pipe. A 1" bubble in not less than 5 seconds is permitted.
Close t h e 3/s" cock and move t e s t device handle to Position 6, t h e n coat t h e device exhaust port with soap suds in Positions 6, 5, 4, 3, 2 and 1 consecutively. A 1" bubble in not less than 5 seconds is permitted.
With test device handle in Position 1, open cock 1. After reservoir is charged to 70 psi, compare gages and note that gage hands register within ?hpsi.
Close the FLOWRATOR by-pass cock. There should be no indication of air flow. Open by-pass cock and open cock 2, allowing air to vent through the #80 double choke fitting of the test rack. Then close the by-pass cock. The ball float should rise and float in the tube in the zone between the condemning line and the top of the tube. If the FLOWRATOR fails to pass this test, the ball float and glass tube of the FLOWRATOR should be cleaned with either Freon T F (registered trademark of DuPont) or Trichloroethane, with Freon T F preferred, to remove any oil or foreign matter which may be carried into the device. When tube is properly installed in FLOWRATOR cock, the dot on the tube should be below the condemning line.
Close cock 2 and open FLOWRATOR by-pass cock. NOT LESS THAN 30 SECONDS MUST ELAPSE BEFORE COMMENCING EACH OF THE FOLLOWING TESTS.
Reduce volume reservoir pressure to approx. 30 psi. Move the device handle to Position 2. Note that the operating reservoir charges from 40 to 50 psi in 38 to 43 seconds. At the completion of test, move the device handle to Position 1 and charge the reservoir to 70 psi.
Association of American Railroads Manual of Standards and Recommended Practices a ) Move the device handle to Position 4. The volume reservoir pressure must reduce from 70 to 50 psi in 15 to 17 seconds. At the completion of test, move the device handle to Position 1 and recharge. b) Move the device handle to Position 5. The volume reservoir pressure must reduce from 70 to 40 psi in 6 to 7 seconds. At the completion of test, move the device handle to Position 1 and recharge. C) Move t h e device handle to Position 6. The volume reservoir pressure must reduce from 70 to 20 psi in 31/2 to 4% seconds. At the completion of test, move the device handle to Position 1 and recharge. d) Move the device handle to Position 3. Open the test device %" cock and observe on the operating reservoir gage that the operating reservoir pressure reduces from 70 to 10 psi in 1% to 2 seconds. At the completion of test, close all cocks and remove device from the test rack.
2.4.3 Test Procedure for Alternate Standard Single Car Test Device on Standard Test R a c k (Figure 3) 2.4.3.1
Attach the device to rack as illustrated by Figure 3. Open the supply cock. Adjust device regulating valve, if so equipped, to close at 70 psi.
2.4.3.2
Operate the valve several times by moving the device handle from Position 1 to Position 6, finally leaving the handle in Position 3.
Commence test w i t h all n u m b e r e d cocks closed a n d t e s t device h a n d l e i n Position 3. Open cock 1 a n d t h e t e s t device 3/8" cock. Coat the opening of the %" cock with soap suds in order to detect rotary valve leakage to brake pipe. A 1" bubble in not less than 5 seconds is permitted.
Close t h e %" cock and move t e s t device handle to Position 6, then coat t h e device exhaust port with soap suds in Positions 6, 5 , 4, 3, 2, and 1 consecutively. A 1" bubble in not less than 5 seconds is permitted.
2.4.3.5
Move t h e device h a n d l e t o Position 2. Open cock 2 and note that the operating reservoir charges from 5 to 20 psi in 29 to 36 seconds, then move the device handle to Position 1 and charge the reservoir to 70 psi.
2.4.3.6 Not Less t h a n 30 Seconds Must Elapse Before Commencing E a c h of t h e Following Tests.
a) Move the device handle to Position 4. The operating reservoir pressure must reduce from 70 to 60 psi in 10 to 13 seconds. At the completion of test, move the device handle to Position 1 and recharge.
s-044

b) Move the device handle to Position 5. The operating reservoir pressure must reduce from 70 to 40 psi in 10 to 13 seconds. At the completion of test, move the device handle to Position 1 and recharge. C) Move the device handle to Position 6. The operating reservoir pressure must reduce from 70 to 30 psi in 3% to 5 seconds. At the completion of test, move the device handle to Position 1 and recharge. d) Move the device handle to Position 3 (Lap). Open the test device %" cock and observe on the operating reservoir gage that the operating reservoir pressure reduces from 70 to 10 psi in 3 to 3% seconds. At the completion of test, close all cocks and remove device from the test rack.
2.4.4 Test Procedure for Alternate Standard Single Car Test Device on Alternate Test Rack (Figure 4)
Attach the end of test device marked BP to the volume reservoir coupling of the test rack (Fig. 4) then couple the supply line to the test device end marked MR.
The supply line pressure must be maintained a t 70 psi by means of a suitable regulating valve.
With device handle in Position 3 (Lap) and cocks 1 and 2 closed, open the supply cock and test device 3/a" cock. Coat the opening of the 3/s" cock with soap suds to detect rotary valve leakage to brake pipe. A 1" bubble in not less than 5 seconds is permitted.
Close t h e %" cock and move t e s t device handle to Position 6, then coat t h e device exhaust port with soap suds in Positions 6, 5, 4, 3, 2, and 1 consecutively. A 1" bubble in not less than 5 seconds is permitted.
With test device handle in Position 1, open cock 1. After reservoir is charged to 70 psi, compare gages and note that gage hands register within ?hpsi.
2.4.4.6 Not Less Than 30 Seconds Must Elapse Before Commencing Each of the Following Tests.
Reduce volume reservoir p r e s s u r e t o approximately 30 psi. Move t h e device h a n d l e t o Position 2. N o t e that t h e operating reservoir c h a r g e s from 40 t o 60 psi i n 26 t o 29 seconds. A t t h e completion of t e s t , move t h e device h a n d l e t o Position 1a n d c h a r g e t h e reservoir t o 70 psi. a) Move t h e device handle to Position 4. The volume reservoir pressure must reduce from 70 to 50 psi in 15 to 17 seconds. At the completion of test, move the device handle to Position 1 and recharge.
s-044
b) Move the device handle to Position 5. The volume reservoir pressure must reduce from 70 to 40 psi in 5 to 7 seconds. At the completion of test, move the device handle t o Position I and recharge.
C) Move t h e device handle t o Position 6. The volume reservoir pressure must reduce from 70 to 20 psi in 3I/z to 4% seconds. At the completion of test, move the device handle to Position 1 and recharge.
d) Move the device handle to Position 3. Open the test device y 8 " cock and observe on the operating reservoir gage that the operating reservoir pressure reduces from 70 to 10 psi in 1% to 2 seconds. At the completion of test, close all cocks and remove device from the test rack.
Duplex Release Valve
Figure 5 D-22-A Control Valve
Figure 6 D-22-AR Control Valve
Quick S e r v i c e
PIPE B R A C K E T
Double C h e c k V a l v e
valve
Figure 7 D-22-BR Control Valve
3.0 TESTS - D-22 TYPE CONTROL VALVES BY MEANS OF STANDARD SINGLE CAR TESTING DEVICE (WITH FLOWRATOR) 3.1 Preliminary Procedures
The tests are to be made with the feed valve or reducing valve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the line must be blown out.
3.2 Connecting Device to Car 3.2.1

Connect the device end marked B.P. or the coupling end of the device outlet hose to the brake pipe hose at one end of the car (preferably at "B" end of car). Move the device handle to Position 1 after making sure that the FLOWRATOR by-pass cock is open. With both angle cocks open, note that a continuous blow of air from the open hose occurs at the other end of the car. Couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi.
3.3 System Leakage Test
Close the FLOWRATOR by-pass cock. If the float is not above the condemning lines, open the FLOWRATOR by-pass cock and proceed directly to TEST 3.4. If any part of the float is above the condemning line, make a complete check for leakage (with soap suds when weather conditions permit) of all pipes and pipe connections, including angle cocks, hoses and auxiliary devices. If leakage is found, make repairs necessary to reduce it to where the float of the FLOWRATOR stays below the condemning line, then open the FLOWRATOR by-pass cock and proceed to TEST 3.4.
Association of American Railroads Manual of Standards and Recommended Practices 3.3.1.1 Excessive brake system leakage may be caused by absorption of air by water raising system or other auxiliary devices. 3.4 Service Stability Test
Install an air gage in the brake cylinder line. With the equipment fully charged, move the device handle to Position 5, reducing brake pipe pressure 25 psi, then slowly return the handle to Position 3 (Lap). This test must not produce an emergency application. Observe brake cylinder gage. Allow 20 seconds for the brake cylinder gage to stabilize, then note that brake cylinder pressure increases no more than 3 psi in 1 minute. 3.5 Graduated Release Test
This test need not be made when graduated release is not used. 3.5.2 Move the device handle to Position 1 until brake pipe pressure has increased 5 to 6 psi, then return handle to Position 3 (Lap). Repeat the operation several times. At least three graduations must be obtained. 3.6 Application Test
Move the device handle to Position 1 to fully recharge the brake pipe and reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If the brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 5 until a 5 psi brake pipe reduction is obtained, then slowly return the handle to Position 3 (Lap). The brake pipe pressure must continue to drop until the quick service limiting valve closes, so that the total brake pipe reduction will be not more than 10 psi. The brake must apply. A further drop in brake pipe pressure may be due to brake pipe leakage, failure of the quick service limiting valve to close, or leakage from the displacement reservoir system. Observe brake cylinder gage. Allow 20 seconds for the brake cylinder gage to stabilize, then note that brake cylinder pressure does not increase more than 3 psi in 1 minute.
When testing single cars equipped with a continuous type quick service valve, a greater quick service activity will be indicated, and the brake pipe reduction may exceed the 10 psi maximum specified above. If the total brake pipe reduction, however, exceeds 16 psi, it may be due to excessive quick service valve piston friction or failure of the quick service limiting valve to close, or leakage from the displacement reservoir system. 3.7 Release Test
3.7.1
Move the device handle to Position 2.
Brakes must s t a r t to release in not more than 90 seconds. Failure to release in the time specified indicates that the valve must be removed.
Continue t h e t e s t until t h e b r a k e cylinder pistons r e t u r n t o t h e i r normal release position.
During the release test, the feed or reducing valve pressure must not vary more than 2 psi.
Failure of t h e brake cylinder pistons to return to release position may be due to defective control valve service portion, defective relay valve or excessive brake rigging resistance. The following procedure will indicate which part of the equipment is responsible for this condition. 3.7.5.1 Control Valve During the release test, an exhaust of air at the exhaust port in the pipe bracket, or from the retaining valve exhaust if one is included in the equipment, shows that the valve has returned to release position. A continuous blow a t this exhaust port, however, indicates that the service portion should be removed. 3.7.5.2 Brake Rigging Close t h e brake cylinder cut-out cocks, and vent brake cylinder air to atmosphere. If the brake cylinder pistons return to release position, it indicates the rigging is not a t fault. Open the brake cylinder cut-out cocks. 3.7.5.3 Relay Valve If the trouble has not been located in the control valve or brake rigging, it indicates that the difficulty is with the relay valve. A plugged or obstructed atmospheric vent port leading t o t h e outer face of t h e inshot diaphragm, or leading to t h e space between the differential diaphragms, may be the cause of the failure of the brake to release. If the vent ports are open, the portion should be removed.
Move device handle to Position 1 to fully recharge brake pipe and reservoirs. Remove air gage from brake cylinder line and apply proper plug for type of test fitting. 3.8 Emergency Test
Move the device handle to Position 1 to fully recharge the brake pipe reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If the brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With t h e equipment fully charged, move the device handle to Position 3
Association of American Railroads Manual of Standards and Recommended Practices (Lap), then open the test device Ys" cock. This test must produce an emergency application as indicated by the opening of the vent valve by the time the brake pipe pressure drops 10 psi. 3.8.1.1 In rare instances, failure to obtain an emergency may be caused by a decrease in the quick action chamber volume in t h e pipe bracket, due to t h e accumulation of excessive moisture or, by a restricted quick action chamber charging choke. 3.9 Release Test After Emergency
A t t h e completion of t h e Emergency Test, wait approximately 30 seconds before attempting to release, in order to permit the vent valve to close. Close the t e s t device 318" cock. Move the device handle to Position 1, and charge the brake pipe to 28 psi, then immediately move the device handle to Position 3 (Lap), and note that the brake pipe pressure continues to rise, indicating t h a t the emergency piston has moved to accelerated release position. Move the device handle to Position 1 until the brake cylinder pistons move to release position. 3.10 Emergency Brake (Conductor's) Valve Test
With t h e equipment completely charged, and device handle in Position 1, open t h e emergency brake (conductor's) valve, observing carefully that there a r e no obstructions to the free and full movement of the handle, and that there is no binding of parts. The opening of the emergency brake (conductor's) valve must produce an emergency application. If an emergency is not obtained, a restriction to air flow in the valve or valve pipe is disclosed, which must be located and removed. I t may also be due to failure of the application valve in the emergency brake (conductor's) valve line to open, if the car is equipped with such.
R e p e a t t h e above operation of each emergency brake (conductor's) valve if car is equipped with more than one valve.
At t h e completion of test, move device handle t o Position 3 (Lap). Wait approximately 30 seconds before attempting to release, in order to permit the vent valve t o close, then move device handle to Position 1 to recharge the brake system. 3.11 Displacement Reservoir, Retaining Valve and Brake Cylinder Leakage Tests 3.11.1 Displacement Reservoir and Retaining Valve System Leakage
Insert the exhaust gage fitting (Figure 10) into the tapped retaining valve exhaust connection. Close the gage fitting bleed cock and t u r n the retaining valve handle to "Direct Exhaust" position.

On cars having no retaining valve, connect the exhaust gage fitting to the exhaust connection of the control valve pipe bracket by means of a suitable pipe bushing and close the bleed cock.
Make applications and releases of the brake until 50 psi or more pressure is indicated on the exhaust fitting air gage. Leave the handle of the Single Car Testing Device in Position 1. If in excess of 50 psi, the pressure must be reduced to 50 psi through the bleed cock.
Observe the test gage for leakage from the combined volumes of the relay valve diaphragm chamber, displacement reservoir, retaining valve (if used) and their related piping, which must not exceed 2 psi in 1 minute.
If the drop in pressure exceeds 2 psi in 1 minute, inspect the retaining valve and retaining valve pipe (if used) as well as all other related piping, and eliminate any leakage. If no leakage is found, or if the elimination of the leakage found does not reduce the drop in pressure observed on t h e t e s t gage to less than the limit specified, it indicates either a faulty relay valve, displacement reservoir or control valve, or a combination of these, in which case the defective conditions must be corrected, and furthermore, A.A.R. Rules of Interchange must be applied, if on an "In Date" car. If the drop in pressure does not exceed the above specified limit, proceed to para. 3.11.2, Brake Cylinder Leakage. 3.11.2 3.11.2.1
Brake Cylinder Leakage For Cars with Plain Relay Valve (Such as Type "B" or "J-1")
a) Attach a second exhaust gage fitting (Fig. 10) with bleed cock closed to the relay valve exhaust by means of a suitable pipe bushing. b) If the displacement reservoir pressure, as indicated on its respective exhaust gage fitting is less than 50 psi, make additional applications and releases of the brake until the pressure is restored to 50 psi or more, when device handle is in Position 1. c) Reduce displacement reservoir pressure to 44 psi by means of its respective exhaust gage fitting bleed cock. Reduce brake cylinder pressure to 50 psi through the bleed cock of the relay valve exhaust gage fitting. 3.11.2.2
For Cars with Differential Relay Valve (Such as Type "F" or "J-16")
a) Open t h e bleed cock and remove the exhaust gage fitting from the control valve or the retaining valve and insert it into relay valve exhaust by means of a suitable pipe bushing. Close the bleed cock. b) Move device handle to Position 5 and reduce brake pipe pressure until the control valve safety valve opens, then return device handle to Position 1.
Observe the relay valve exhaust test gage for leakage from the combined volumes of the brake cylinders and their related piping. The drop in pressure, indicated on this gage, must not exceed the amount specified below.

a) 3 psi in 1 minute (from not more than 50 psi) when testing a car on which the brake equipment has been given COT&S attention as specified in A.A.R. Rules of Interchange. b) 5 psi in 1 minute (from not more than 50 psi) when testing an "In-Date" car.
If the drop in pressure exceeds the amount specified, inspect the brake cylinder pipe, and eliminate any leakage. If no leakage is found, or if the elimination of the leakage found does not reduce the leakage observed on the test gage to less than the limits specified, it indicates a faulty brake cylinder (or cylinders), in which case the defective conditions must be corrected, and furthermore A.A.R. Rules of Interchange must be applied if on an "InDate" car. If the drop in pressure does not exceed the above specified limits, open gage fitting bleed cock (or cocks) and remove exhaust gage fitting (or fittings.)
If the car is equipped with a retaining valve, proceed to the Retaining Valve Tests, para 9.0.
4.0 TESTS D-22 TYPE CONTROL VALVES B Y MEANS OF ALTERNATE STANDARD SINGLE CAR TESTING DEVICE
4.1 Preliminary Procedures
The tests are to be made with the feed valve or reducing valve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the Iine must be blown out.
4.2 Test for Testing Device

Before coupling the device or device outlet hose (if used) more device handle to Position 3 (Lap) and open the cock in the supply pipe. Leakage from the brake pipe connection or exhaust port of the device, when detected with soap suds, must not exceed a 1" bubble in 5 seconds.
4.3 Connecting Device t o Car
Connect the device end marked B.P. or the coupling end of the device outlet hose to the brake pipe hose a t one end of the car (preferably a t "B" end of car). Move device handle to Position 1. With both angle cocks open, note that a continuous blow of air from the open hose occurs a t the other end of the car. Couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi.
4.4 Service Stability
Install a n a i r gage i n t h e brake cylinder line. Move device handle t o Position 3 (Lap) for 5 seconds t o determine of t h e equipment is completely charged. If t h e brake pipe pressure drops, t h e reservoirs a r e not charged t o brake pipe pressure. With t h e equipment fully charged, move t h e device handle t o Position 5, reducing brake pipe pressure 25 psi, t h e n slowly r e t u r n t h e handle t o Position 3 (Lap). This t e s t m u s t not produce emergency

application. Observe brake cylinder gage. Allow 20 seconds for the brake cylinder gage to settle, then note t h a t brake cylinder pressure does not increase more than 3 psi in 1 minute.
4.5 System Leakage Tests 4.5.1 Brake Pipe Leakage
Observe t h e pressure on t h e brake pipe gage. Leakage i n t h e brake pipe will be indicated by a drop i n pressure which m u s t not exceed 1 psi i n 1 minute. If brake pipe leakage exceeds t h i s limit a n d no leakage of t h e brake pipe a n d i t s connections c a n be detected by m e a n s of soap suds, excessive leakage may be d u e t o failure of t h e quick service limiting valve t o close. If a continuous or intermittent exhaust of a i r at t h e relay valve e x h a u s t occurs, i t may indicate leakage from t h e displacement reservoir. A slight pumping action of t h e emergency piston, indicated at t h e quick action exhaust, will n o t affect t h e leakage test.
4.5.2 Reservoir Leakage
During the brake pipe leakage test, if the control valve releases the brake in less than
1 minute, with the device handle in Position 3 (Lap), it indicates a leak from the auxiliary
reservoir, graduating valve, slide valve, auxiliary reservoir pipe or a leak into the brake pipe past the device.
4.5.3 Brake Cylinder Leakage
Loss of brake cylinder pressure in case of leakage in the brake cylinder line is compensated for by the maintaining function of the relay valve. If the car is equipped with a brake cylinder gage, brake cylinder leakage may be detected by pressure fluctuations indicated on this gage.
4.6 Graduated Release Test

This test need not be made when graduated release is not used.
Move the device handle to Position 1 until brake pipe pressure has increased 5 to 6 psi, then return handle to Position 3 (Lap). Repeat the operation several times. At least three graduations must be obtained.
4.7 Application Test
Move the device handle to Position 1 to fully recharge the brake pipe and reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If the brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 5 until a 5 psi brake pipe reduction is obtained, then slowly return the handle to Position 3 (Lap). The brake pipe pressure must continue to drop until the quick service limiting valve

closes, so that the total brake pipe reduction will be not more than 10 psi. The brake must apply. A further drop in brake pipe pressure may be due to brake pipe leakage, failure of the quick service limiting valve to close or leakage from the displacement reservoir system. Observe brake cylinder gage. Allow 20 seconds for the brake cylinder gage to settle, then note that brake cylinder pressure does not increase more than 3 psi in 1 minute.
When testing single cars equipped with a continuous type quick service valve, a greater quick service activity will be indicated, and the brake pipe reduction may exceed to 10 psi maximum specified above. If the total brake pipe reduction, however, exceeds 16 psi, it may be due to excessive quick service valve piston friction or failure of the quick service limiting valve to close, or leakage from the displacement reservoir system.
4.8 Release Test
Move the device handle to Position 2. The control valve service portion must move to release position within 20 seconds, plus 5 seconds for 1 psi per minute brake pipe leakage.
Continue t h e t e s t until the brake cylinder pistons r e t u r n to t h e i r normal release position.
Failure of the brake cylinder pistons to return to release position may be due to defective control valve service portion, defective relay valve or excessive brake rigging resistance. The following procedure will indicate which part of the equipment is responsible for this condition.
4.8.5 Control Valve

During the release test, an exhaust of air at the exhaust port in the pipe bracket, or from the retaining valve exhaust if one is included in the equipment, shows that the valve has returned to release position. A continuous blow at this exhaust port, however, indicates that the service portion should be removed.
4.8.6 Brake Rigging

Close the brake cylinder cut-out cocks, and vent brake cylinder air to atmosphere. If the brake cylinder pistons return to release position, it indicates the rigging is not at fault. Open the brake cylinder cut-out cocks.
4.8.7 Relay Valve

If the trouble has not been located in the control valve or brake rigging, it indicates that the difficulty is with the relay valve. A plugged or obstructed atmospheric vent port leading to the outer face of the inshot diaphragm, or leading to the space between the differential diaphragms, may be the cause of the failure of the brake to release. If the vent ports are open, the portion should be removed.
A T T T 99Q
. . .
S-044
Complete tests by continuing with tests 3.8 through 3.11.

4.9
Move device handle to Position 1 to fully recharge brake pipe and reservoirs. Remove air gage from brake cylinder line and apply proper plug for type of test fitting.
Figure 8 26-C Control Valve

5.0
TESTS - 26-C TYPE CONTROL VALVES BY MEANS OF STANDARD SINGLE CAR TESTING DEVICE (WITH FLOWRATOR)
The tests are to be made with the feed valve or reducing valve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the line must be blown out. 5.2 Connecting Device to Car
I
5.3
Connect the device end marked B.P. or the coupling end of the device outlet hose to the brake pipe hose a t one end of t h e car (preferably a t "B" end of car). Move the device handle to Position 1 after making sure t h a t t h e FLOWRATOR by-pass cock is open. With both angle cocks open, note t h a t a continuous blow of air from the open hose occurs a t t h e other end of the car. Couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi. If car is equipped with main reservoir supply trainline, apply dummy coupling to "L" air hose coupling, or close cut out cock on end of car opposite device. System Leakage Test
Close t h e FLOWRATOR by-pass cock. If the float is not above the condemning line, open the FLOWRATOR by-pass cock and proceed directly to TEST 5.4. If any part of t h e float is above the condemning line, make a complete check for leakage (with soap suds when weather conditions permit) of all pipes and pipe connections, including angle cocks, hoses, check valves and auxiliary devices. When fully charged and air is detected exhausting from the main reservoir supply trainline a t the device end of car, the main reservoir charging check valve must be inspected. If leakage is found, make repairs necessary to reduce it to where the float of the FLOWRATOR stays below t h e condemning line, then open t h e FLOWRATOR by-pass cock and proceed to TEST 5.4.
Excessive brake system leakage may be caused by absorption of air by water raising system or other auxiliary devices.
5.4
Service Stability Test
I
5.5
Install a n air gage in the brake cylinder line. With the equipment fully charged, move the device handle to Position 5, reducing brake pipe pressure 25 psi, then slowly return handle to Position 3 (Lap). This test must not produce an emergency application. Observe brake cylinder gage. Allow 20 seconds settling time for brake cylinder then note t h a t brake cylinder pressure increases or decreases no more than 3 psi in 1 minute. An increase or decrease in brake pipe pressure during this 1 minute period indicates a faulty control valve service portion. Graduated Release Test
Move the device handle to Position 1 until brake pipe pressure has increased 5 to 6 psi, then return handle to Position 3 (Lap). Repeat the operation several times. At least three graduations must be obtained.
Move the device handle to Position 1 to fully recharge the brake pipe reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If the brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 5 until a 5 psi brake pipe reduction is obtained, then slowly return the handle to Position 3 (Lap). The brake pipe pressure must continue to drop until the total brake pipe reduction is not more than 10 psi. The brake must apply. A further drop in brake pipe presure may be due to brake pipe leakage or improper functioning of the charging valve. Allow 20 seconds settling time for brake cylinder gage, then observe brake cylinder gage, then note that brake cylinder pressure does not increase more than 3 psi in 1 minute.
When testing single cars equipped with a continuous type quick service valve, a greater quick service activity will be indicated, and the brake pipe reduction may exceed the 10 psi maximum specified above. If the total brake pipe reduction, however, exceeds 16 psi, it may be due to excessive quick service valve piston friction or failure of the quick service limiting valve to close, or leakage from the displacement reservoir system.
5.7 Release Test
Continue t h e t e s t until the brake cylinder pistons r e t u r n to their normal release position.

5.7.6 Control Valve
During the release test, an exhaust of air should occur a t the exhaust port. A continuous blow a t this exhaust port, however, indicates that the service portion should be removed.
5.7.7 Brake Rigging
Close the- brake cylinder cut-out cocks, and vent brake cylinder air to atmosphere. If the brake cylinder pistons return to release position, it indicates the rigging is not at fault. Open the brake cylinder cut-out cocks.
5.7.8 Relay Valve
If the trouble has not been located in the control valve or brake rigging, it indicates that the difficulty is with the relay valve. A plugged or obstructed atmospheric vent port leading to the outer face of the inshot diaphragm, or leading to the space between the differential diaphragms, may be the cause of the failure of the brake to release. If the vent ports are open, the portion should be removed.
5.7.9
5.8 Emergency Test
Move the device handle to Position 1 to fully recharge the brake pipe and reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If the brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 3 (Lap), then open the test device 3/s" cock. This test must produce an emergency application as indicated by the opening of the vent valve by the time the brake pipe pressure drops 10 psi.
In rare instances, failure to obtain an emergency may be caused by a decrease in the quick action chamber volume in the pipe bracket, due to the accumulation of excessive moisture or, by a restricted quick action chamber charging choke.
5.9 Release Test After Emergency 5.9.1
After the completion of the Emergency Test, wait approximately 30 seconds before attempting to release in order to permit vent valve to close. Close t e s t device 318" cock. Move the device handle to Position 1 and recharge the equipment.
5.10 Emergency Brake (Conductor's) Valve Test
With t h e equipment completely charged, and device handle i n Position 1, open t h e emergency brake (conductor's) valve, observing carefully t h a t t h e r e a r e no obstructions t o t h e free a n d full movement of t h e handle, and t h a t t h e r e is no binding of parts. T h e
Association of American Railroads Manual of Standards and Recommended Practices opening of t h e emergency brake (conductor's) valve m u s t produce a n emergency application. If a n emergency is not obtained, a restriction t o a i r flow i n t h e valve pipe is disclosed, which m u s t be located a n d removed. It m a y also be d u e t o failure of t h e application valve i n t h e emergency brake (conductor's) valve line to open if t h e c a r is equipped with such.
Repeat t h e above operation for each emergency brake (conductor's) valve if car is equipped with more than one valve.
At the completion of test, move device handle to Position 3 (Lap). Wait approximately 30 seconds before attempting to release, in order to permit the vent valve to close, then move device handle to Position 1 to recharge the brake system. 5.11 Control Valve, Retaining Valve and Brake Cylinder Leakage Tests 5.11.1 Control Valve and Retaining Valve System Leakage
Insert the exhaust gage fitting (Fig. 10) into the tapped retaining valve exhaust connection. Close the gage fitting bleed cock and turn the retaining valve handle to "Direct Exhaust" position. On cars having no retaining valve, connect the exhaust gage fitting to the exhaust connection of the control valve pipe bracket by means of a suitable pipe bushing and close the bleed cock.
Make applications and releases of t h e brake until 50 psi o r more pressure is indicated on t h e e x h a u s t fitting a i r gage when t h e handle of t h e Single C a r Testing Device is i n Position 1. If i n excess of 50 psi, t h e pressure m u s t be reduced t o 50 psi through t h e bleed cock.
Observe the test gage for leakage from the combined volumes of the relay valve diaphragm chamber, retaining valve (if used) and their related piping, which must not exceed 2 psi in 1 minute.
If the drop in pressure exceeds 2 psi in 1 minute, inspect the retaining valve and retaining valve pipe (if used) as well as all other related piping, and eliminate any leakage. If no leakage is found, or if the elimination of the leakage found does not reduce the drop in pressure observed on the test gage to less than the limit specified, it indicates either a faulty relay valve, or control valve, or a combination of these, in which case the defective conditions must be corrected. A.A.R. Rules of Interchange must be applied, if on an "In Date" car. If the drop in pressure does not exceed the above specified limit, proceed to para. 5.11.2 5.11.2 Brake Cylinder Leakage
s-044
Open the bleed cock and remove the exhaust gage fitting from the control valve or the retaining valve and insert it into relay valve exhaust by means of a suitable pipe bushing. Close the bleed cock.
Make applications and releases of the brake until 50 psi or more pressure is indicated on the exhaust fitting air gage. Leave the handle of the Single Car Testing Device in Position 1. If in excess of 50 psi, the pressure must be reduced to 50 psi through the bleed cock.
Observe the relay valve exhaust test gage for leakage from the combined volumes of the brake cylinders and their related piping. The drop in pressure, indicated on this gage, must not exceed the amount specified below.
- 3 psi in 1 minute (from not more than 50 psi) when testing a car on which the b r a k e equipment h a s been given COT&S a t t e n t i o n a s specified in A.A.R. Rules of Interchange. -
5 psi in 1 minute (from not more than 50 psi) when testing an "In-Date" car.
If the drop in pressure exceeds the amount specified, inspect the brake cylinder pipe, and eliminate any leakage. If no leakage is found, or if the elimination of the leakage found does not reduce the leakage observed on the test gage to less than the limits specified, it indicates a faulty brake cylinder (or cylinders), in which case the defective conditions must be corrected, and furthermore, A.A.R. Rules of Interchange must be applied, if on an "InDate" car. If the drop in pressure does not exceed the above specified limits, open gage fitting bleed cock (or cocks) and remove exhaust gage fitting (or fittings).
If the car is equipped with a retaining valve, proceed to the Retaining Valve Tests, para. 9.0. 6.0 TESTS - 26-C TYPE CONTROL VALVES BY MEANS OF ALTERNATE STANDARD SINGLE CAR TESTING DEVICE
The tests are to be made with the feed valve or reducing valve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the line must be blown out. 6.2 Test for Testing Device Before coupling the device or device outlet hose (if used), move device handle to Position 3 (Lap) and open the cock in the supply pipe. Leakage from the brake pipe connection or exhaust port of the device, when detected with soap suds, must not exceed a 1" bubble in 5 seconds.
Association of American Railroads Manual of Standards and Recommended Practices 6.3 Connecting Device to Car
s-044
Connect the device end marked B.P. or the coupling end of the device outlet hose to t h e brake pipe hose a t one end of t h e car (preferably a t "B" end of car). Move device handle t o Position 1. With both angle cocks open, note that a continuous blow of air from the open hose occurs a t the other end of the car. Couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi. 6.4 Service Stability Test
Install an air gage in brake cylinder line. Move the device handle to Position 3 (Lap) for five seconds t o determine if the equipment is completely charged. If t h e brake pipe pressure drops, the reservoirs are not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 5, reducing brake pipe pressure 25 psi, then slowly return the handle to Position 3 (Lap). This test must not produce an emergency application. Allow 20 seconds settling time for brake cylinder gage, then observe brake cylinder gage. Note that brake cylinder pressure increases no more than 3 psi in 1 minute. 6.5 System Leakage Tests 6.5.1 Brake Pipe Leakage Observe the pressure on the brake pipe gage. Leakage in the brake pipe will be indicated by a drop in pressure which must not exceed 1 psi in 1 minute. If brake pipe leakage exceeds this limit and no leakage of the brake pipe and its connections can be detected by means of soap suds, excessive leakage may be due to failure of quick service limiting valve to close, or to improper operation of the charging valve or quick service valve. If a continuous o r intermittent exhaust of air a t the relay valve exhaust occurs, it may indicate leakage from the control reservoir systems. A slight pumping action of the emergency piston, indicated at the quick action exhaust, will not affect the leakage test. 6.5.2 Reservoir Leakage Test
During the brake pipe leakage test, if the control valve releases the brake in less than
1 minute, with the device handle in Position 3 (Lap), it indicates a leak from the control re-
servoir, selector volume, control reservoir or selector volume pipe or a leak into the brake pipe past the device. 6.5.3. Brake Cylinder
Loss of brake cylinder pressure in case of leakage in the brake cylinder line is compensated for by the maintaining function of the relay valve. If the car is equipped with a brake cylinder gage, brake cylinder leakage may be detected by pressure fluctuations indicated on this gage. 6.6 Graduated Release Test This test need not be made when graduated release is not used.
Move the device handle to Position 1 until brake pipe pressure has increased 5 to 6 psi, then return handle t o Position 3 (Lap). Repeat the operation several times. A t least three graduations must be obtained.
Move the device handle to Position 1 to fully recharge the brake pipe and reservoirs. Move the device handle to Position 3 (Lap) for 5 seconds to determine if the equipment is completely charged. If t h e brake pipe pressure drops, the reservoirs a r e not charged to brake pipe pressure. With the equipment fully charged, move the device handle to Position 5 until a 5 psi brake pipe reduction is obtained, then slowly return the handle to Position 3 (Lap). The brake pipe pressure must continue to drop until the quick service limiting valve closes, so that the total brake pipe reduction will be not more than 10 psi. The brake must apply. A further drop in brake pipe pressure may be due to brake pipe leakage or improper functioning of t h e charging valve. Observe brake cylinder gage. Allow 20 seconds settling time for brake cylinder gage, then note that brake cylinder pressure does not increase more than 3 psi in 1 minute.
When testing single cars equipped with a continuous type quick service valve, a greater quick service activity will be indicated, and the brake pipe reduction may exceed the 10 psi maximum specified above. If the total brake pipe reduction, however, exceeds 16 psi, it may be due to excessive quick service valve piston friction or failure of the quick service limiting valve to close, or leakage from the displacement reservoir system.
6.8 Release Test
Move the device handle to Position 2. The control valve service portion must move to release position within 20 seconds, plus 5 seconds for 1 psi per minute brake pipe leakage.
Continue t h e t e s t until t h e b r a k e cylinder pistons r e t u r n t o t h e i r normal release position.
6.8;5 Control Valve

During t h e reIease t e s t , an exhaust of air should occur a t t h e exhaust port. A continuous blow a t this exhaust port, however, indicates that the service portion should be removed.
Association of American Railroads Manual of Standards and Recommended Practices 6.8.6 Brake Rigging Close the brake cylinder cut-out cocks, and vent brake cylinder air to atmosphere. If the brake cylinder pistons return to release position, it indicates the rigging is not at fault. Open the brake cylinder cut-out cocks. 6.8.7 Relay Valve If the trouble has not been located in the conrol valve or brake rigging, it indicates that the difficulty is with the relay valve. A plugged or obstructed atmospheric vent port leading to the outer face of the inshot diaphragm, or leading to the space between the differential diaphragms, may be the cause of the failure of the brake to release. If the vent ports are open, the portion should be removed.
Complete tests by continuing Tests 5.8 through 5.11.
UALIZING PORTION
Figure 9 View of the U-12 BD Universal Valve Showing the Different Portions
Association of American Railroads Manual of Standards and Recommended Practices 7.0 TESTS
U-12-B, U-12-BC and U-12-BD Quick Service Universal Valves by Means of Standard Passenger Single Car Testing Device with FLOWRATOR
7.1 Preliminary Procedures 7.1.1

The tests are to be made with the feed valve or reducing vaIve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the line must be blown out.
7.2 Connecting Device to Car
Connect the device end marked B.P. or the coupling end of the device outlet hose t o the brake pipe hose a t one end of the car (Preferably at "B" end of the car). Move the device handle t o Position 1 after making sure that the FLOWRATOR by-pass cock is open. With both angle cocks open, note that a continuous blow of air from the open hose occurs at the other end of the car.
When t e s t i n g a car having 1Y4" brake pipe, couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi pressure.
7.3 System Leakage Test
Close t h e FLOWRATOR by-pass cock. If the float is not above the condemning line, open the FLOWRATOR by-pass cock and proceed directly to Test 7.4. If any p a r t of the float is above the condemning line, make a complete check for leakage (with soap suds when weather conditions permit) of all pipes and pipe connections, including angle cocks, hoses and auxiliary devices. If leakage is found, make the repairs necessary to reduce it to where t h e float of t h e FLOWRATOR s t a y s below the condemning line, then open t h e FLOWRATOR by-pass cock and proceed to Test 7.4. NOTE - Excessive brake system leakage may be caused by absorption of air by water raising system or ot-her auxiliary devices.
7.4 Service Stability and Slack Adjuster Tests

If the car is equipped with an automatic slack adjuster, increase the piston travel sufficiently to cause slack adjuster to operate.
With the equipment fully charged, move the device handle to Position 5, reducing brake pipe pressure 25 psi, then slowly return the handle to Position 3 (Lap). This test must not produce an emergency application. If an emergency application is obtained, it would indicate that the universal valve must be removed.
7.4.2
If the automatic slack adjuster is of the pneumatic type, soap the slack adjuster and all piping and fittings between slack adjuster and brake cylinder with soap suds to detect leak-
Association of American Railroads Manual of Standards and Recommended Practices age. No leakage is permitted. If leakage is detected, it must be corrected before proceeding with test.
7.4.3
Move device handle to Position 1 to release the brake and recharge reservoirs to 90 psi, noting that the slack adjuster functions. Make the necessary adjustments of the slack adjuster to set the piston travel to 7" or minimum travel for car or equipment. Check piston travel by repeating the application with a 25 psi reduction.
7.5 Graduated Release Test 7.5.1
7.5.2
Move t h e device handle t o Position 1 until brake pipe pressure h a s increased 5 t o 6 psi, t h e n r e t u r n handle t o Position 3 (Lap). Repeat t h e operation several times. A t least 3 graduations must be obtained.
Move the device handle to Position 1 to recharge the brake system. Move the device handle to Position 4, reducing the brake pipe pressure 10 psi, then return handle to Position 3 (Lap). The brake must apply before the brake pipe pressure is reduced the amount specified. Failure to apply indicates that the valve must be removed.
7.7 Release Test

7.7.2
7.7.3
During the release test, the feed valve or reducing valve pressure must not vary more than 2 psi.
7.7.4
Move device handle to Position 1 to fully recharge brake pipe and reservoirs.
7.8 Emergency Test
Move the device handle to Position 1 to recharge the brake system. Move device handle t o Position 6, reducing brake pipe pressure 20 psi. This test must produce an emergency application as indicated by the venting of brake pipe pressure to zero. If an emergency application is not obtained, it indicates that the valve portion must be removed.
s-044
7.9 Emergency Brake (Conductor's) Valve Test
Move the device handle to Position 1 to recharge the brake system. With the equipment completely charged, open the emergency brake (conductor's) valve, observing carefully that there are no obstructions to the free and full movement of the handle, and that there is no binding of parts. The opening of the emergency brake (conductor's) valve must produce an emergency application. If an emergency is not obtained, a restriction to air flow in t h e valve or valve pipe is indicated, which must be located and removed. I t may also be due to failure of t h e application valve in t h e emergency brake (conductor's) valve line to open, if the car is equipped with such.
R e p e a t t h e above operation of each emergency brake (conductor's) valve if c a r i s equipped with more than one valve.
7.9.3
At the completion of this test, move the device handle to Position 6.
7.10
For Brake Cylinder and Retaining Valve Tests, see para. 9.0.
8.0 TESTS
U-12-B, U-12-BC and U-12-BD Quick Service Universal Valves By Means of Alternate Standard Passenger Single Car Testing Device.
The tests are to be made with the feed valve or reducing valve adjusted for 90 psi. Before the test apparatus is attached to the supply line, the line must be blown out.
8.2 Test for Testing Device
Before coupling the device or device outlet hose (if used), move the device handle t o Position 3 (Lap) and open the cock in the supply pipe. Leakage from the brake pipe connection or exhaust port of the device, when detected with soap suds, must not exceed a 1" bubble in 5 seconds.
8.3 Connecting Device to Car
Connect the device end marked B.P. or t h e brake pipe hose a t one end of t h e car handle t o Position 1. With both angle cocks the open hose occurs at the other end of the
the coupling end of the device outlet hose to (preferably a t "B" end of car). Move device open, note that a continuous blow of air from car.
Association of American Railroads Manual of Standards and Recommended Practices 8.3.2
s-044
When testing a car having 11/4" brake pipe, couple on a dummy hose coupling and charge the brake pipe and reservoirs to 90 psi. 8.4 Brake Pipe Leakage Test
Close the branch pipe cut-out cock to eliminate quick service. Move the device handle to Position 5, reducing brake pipe pressure 20 psi, then return the handle slowly to Position 3 (Lap). The branch pipe between the cut-out cock and the universal valve, and all valve connections and reservoir pipes, should be coated with soap suds to determine leakage.
Observe the pressure on the brake pipe gage. Leakage in the brake pipe will be indicated by a drop in pressure which must not exceed 1 psi per minute. 8.5 Auxiliary Reservoir and Graduating Valve Leakage Move the device handle to Position 1 to recharge the brake pipe, then open branch pipe cut-out cock. Move the device handle to Position 5, reducing the brake pipe pressure 20 psi, then return handle slowly to Position 3 (Lap). If the valve releases the brake in less than 1 minute, it indicates a leaky graduating valve, a leak from the auxiliary reservoir volume, or a leak into the brake pipe past the rotary valve of the test device. 8.6 Graduated Release Test This test need not be made when graduated release is not used.
Move t h e device handle t o Position 1 until brake pipe pressure h a s increased 5 t o 6 psi, t h e n r e t u r n handle t o Position 3 (Lap). Repeat t h e operation several times. A t least 3 graduations m u s t be obtained. 8.7 Application Test
Move the device handle to Position 1 'to recharge the brake system. Move the device handle to Position 4, reducing the brake pipe pressure 10 psi, then return handle to Position 3 (Lap). The brake must apply before the brake pipe pressure is reduced the amount specified. Failure to apply indicates that the valve must be removed. 8.8 Release Test
If the brake applies, and the brake pipe reduction is made as specified in the Application Test, move the device handle to Position 2. The piston and slide valve must move to release position within 1 minute. Failure to release in the time specified indicates that the valve must be removed.
Association of American Railroads Manual of Standards and Recommended Practices 8.9 Sewice Stability and Slack Adjuster Tests
If the car is equipped with an automatic slack adjuster, increase the piston travel sufficiently to cause slack adjuster to operate.
Move the device handle to Position 1 to recharge the brake system. Move device handle to Position 5, reducing brake pipe pressure 25 psi, then slowly return the handle to Position 3 (Lap). This test must not produce an emergency. If an emergency application is obtained, it would indicate that the universal valve must be removed.
If the automatic slack adjuster is of the pneumatic type, soap the slack adjuster and all piping and fittings between slack adjuster and brake cylinder with soap suds to detect leakage. No leakage is permitted. If leakage is detected, it must be corrected before proceeding with test.
Move device handle to Position 1 to release the brake and recharge reservoirs to 90 psi, noting that the slack adjuster functions. Make the necessary adjustments of the slack adjuster to set the piston travel to 7", or minimum travel for car or equipment. Check piston travel by repeating the application with a 20 psi reduction.
Move device handle to Position 1 to fully recharge brake pipe and reservoirs.
8.10
Complete Tests by continuing with Tests 7.8, 7.9 and 7.10. *To be performed if car is equipped with slack adjuster.
9.0 TESTS BRAKE CYLINDER AND RETAINING VALVE 9.1 Preliminary Procedures
The following repair track test code, which covers the necessary tests for retaining valve, and for brake cylinder leakage and piston travel on passenger cars, supplements (where called for) the tests prescribed on the preceding pages of this Instruction Pamphlet for other brake devices.
When testing cars equipped with a two or three position retaining valve, an Exhaust Gage Fitting as shown by Figure 10 must be available. This fitting must be inserted into the tapped retainer exhaust port after the wasp excluder, if equipped with such, has been removed.
S-044
Figure 10 E x h a u s t Gage F i t t i n g PC. 522598
9.2 Leakage
With t h e e x h a u s t gage fitting attached, t h e bleed cock closed a n d t h e r e t a i n e r handle t u r n e d down t o "Direct Exhaust" position, make applications a n d releases of t h e brake noting t h a t t h e brake cylinder piston moves t o Applied position, until 50 psi o r more brake cylinder pressure is indicated on t h e e x h u s t fitting air gage w h e n t h e handle of t h e single c a r testing device is i n Position 1. If in excess of 50 psi, t h e pressure m u s t be reduced t o 50 psi t h r o u g h t h e bleed cock.
Observe the test gage for leakage from the combined volumes of the brake cylinder, retaining valve and their related piping. The drop in pressure, indicated on this gage, must not exceed the amount specified below. 3 psi in 1 minute (from 50 psi) when testing a car on which the brake equipment has been given COT&S as specified in A.A.R. Rules of Interchange. 5 psi in 1 minute (from 50 psi) when testing an "In-Date" car.
If the drop in pressure exceeds the amount specified, inspect the retaining valve, retaining valve pipe, and brake cylinder pipe and eliminate any leakage. If no leakage is found, or if the elimination of the leakage found does not reduce the leakage observed on the test gage to less than the limits specified, it indicates a faulty brake cylinder in which case the defective conditions must be corrected; and furthermore, A.A.R. Rules of Interchange must be applied, if on an "In-Date" car. If the drop in pressure does not exceed above specified limits, proceed as follows:
4-1-84
A-111-253
Association of American Railroads Manual of Standards and Recommended Practices 9.3 Retaining Valve Test 9.3.1 Cars Equipped with "Two Position" Retaining Valve
Move the retaining valve handle up to "Retaining" (horizontal) position and immediately open the bleed cock, leaving handle in this position for 40 seconds. Note that a continuous exhaust of air through the choked exhaust port in the retaining valve cap is obtained.
Move the retaining valve handle down to "Direct Exhaust" (vertical) position and note that a sufficient blow is obtained to indicate that effective brake cylinder pressure has been retained. 9.3.2 Cars Equipped With "Three Position" Retaining Valve
Move the retaining valve handle up t o "High Pressure" position and immediately open t h e bleed cock, leaving handle in this position for 15 seconds, noting t h a t a continuous exhaust of air through the choke exhaust port in the retaining valve cap is obtained.
Move retaining valve handle to "Low Pressure" position, leaving handle in this position for 2 minutes and 45 seconds, noting t h a t air continues to exhaust through t h e choked exhaust port. 9.3.2.3 Move retaining valve handle to "Direct Exhaust" position and note that a sufficient flow is obtained to indicate that effective brake cylinder pressure has been retained.
Replace the wasp excluder if the retaining valve is equipped with one.
If, during the above tests of the retaining valve, any erratic retaining valve operation is noted in any of t h e positions, such as failure of air to exhaust, abnormally slow or fast rates of brake cylinder pressure blow down, or air being entirely exhausted before the retaining valve handle is moved to "Direct Exhaust Position", the retaining valve must be repaired or removed from the car, and replaced with one known to be in good repair.
Association of American Railroads Manual of Standards and Recommended Practices PASSENGER CAR MAINTENANCE REQUIREMENTS Standard S-045 Adopted 1983 Effective January 1,1984 1.0 STANDARDS FOR THE CARE AND MAINTENANCE OF PASSENGER EQUIPMENT CARS 1.0.1
These standard maintenance practices and operating requirements must be used for load carrying or passenger carrying passenger equipment cars operating on t h e railroads of t h e United States and Canada. These standards are to be used in conjunction with agreements between car owners and the operating railroad.
1.1
For the purpose of this standard the definition of passenger train cars is shown as RP-900 included in Section L of the AAR Manual of Standards and Recommended Practices. Recommended practice RP-900 shall determine whether or not cars a r e of passenger car construction.
1.2
In the application of this standard passenger cars shall be treated a s belonging to the companies or individuals whose reporting marks the cars bear.
1.3
The provisions of this standard apply to cars on which work is performed under an operating agreement between t h e passenger car owner and one or more systems of railroads, from originating point of the operating line to destination terminal of t h e line.
1.4
Inspections required by this standard and the maintenance practices required by this standard must be performed a s specified and repairs performed in accordance with agreements between t h e passenger car owner and the operating railroads.
1.5
Passenger cars which are privately owned must be inspected, maintained, and/or repaired prior to 'movement, a s a minimum, in accordance with this standard or agreements between t h e private car owner and the operating railroads.
1.6
Copies of these standards, Mechanical Division Circular Letters, Mechanical Division Interchange Rules, Letter Ballots and Results of Letter Ballots and Annual Reports of the Committees of t h e Mechanical Division and the Manual of Standards and Recommended Practices a r e available upon application to the Secretary of the Mechanical Division, Association of American Railroads, 1920 L Street, N.W., Washington, D.C. 20036.
2.0 BRAKE EQUIPMENT

This section outlines maintenance requirements and instructions for all types of brake equipment used on passenger car equipment.
S-045
Association o f American Railroads Manual of Standards and Recommended Practices
2.1 Air Brakes Maintenance, inspection, testing and repairs of air brakes includes t h e following requirements 2.1.1
Periodic maintenance of air brakes is considered a s C.O.T.&S. which is clean, oil, test, and stencil.
2.1.2
Air brakes must have COT&S performed in accordance with t h e following table. The time limits referred to a r e defined as the date of month stenciled on t h e car. The standard stencil location and type of stencil is identified elsewhere in this standard. Passenger Car Brake Type Months a s Stenciled D-22 Type 26-C Type PS-68 Type All Other Types
U Type
15
2.1.2.1
Any railroad passenger car which is overdue for COT&S may be moved to another location for rebuilding, reconditioning, repairs, or scrapping providing t h e car h a s passed a single car test. As shown in Standard S-044, (Instruction Pamphlet 5039-4, Sup. 3) of Section A P a r t I11 of t h e Manual of Standards and Recommended Practices.
2.1.3
Passenger cars may not be placed in service beyond COT&S date stencilled on car. I n addition, COT&S must be performed for the following reasons.
2.1.3.1 Stenciling Missing 2.1.3.2 Stenciling Incorrect 2.1.3.3 Stenciling Indistinct 2.1.3.4
Evidence of brake valvular equipment having been submerged whether found operative or inoperative after submerging.
2.1.4
Periodic maintenance on passenger cars equipped with freight type brake valvular equipment must be performed in accordance with requirements of the Field Manual of AAR Interchange Rules, current edition.
2.1.5
Air brake components requiring maintenance other than a t the periodic attention cycle shall be performed a s required.
2.1.6
I n the repair of brakes on passenger type equipment, components must only be replaced in kind.

2.1.7
Maintenance, inspection, testing, reconditioning and repairs of all air brake equipment including brake cylinders and slack adjusters must be performed in compliance with the following instruction pamphlets, leaflets, AAR standards or government regulations as applicable. The pamphlets and leaflets shown below are published by t h e air brake valve equipment manufacturers.
2.1.7.1
Instructions on t h e Use of Condemning Gages for U-12-BD, U-12-BC, and U-12-B Universal Valves. Pamphlet 2356-2, 1-1960 or latest revision.
2.1.7.2
Use of Condemning Gages or D-22 Type Control Valves. Pamphlet 2356-4, 6-1956 or latest revision.
2.1.7.3
Test Code for Car Air Signal Testing Device. Pamphlet 2377-2, 7-1942 or latest revision.
2.1.7.4
B-1 Hose Clamping Machine and B-1 Hose Clamp Removal Machine. Pamphlet 2416-1, 8-1967 revised 1-1980 (AAR Standard S-487).
2.1.7.5
Code of Tests, U-12 Type Universal Valves. The 3-USB Test Rack. Pamphlet 5039-2, 7-1953 or latest revision.
2.1.7.6
Single Car Testing Device. Code of Tests for Passenger Equipment Pamphlet 5039-4, Sup. 3, 1-1983 (AAR Standard S-044) or latest revision.
2.1.7.7
Code of Tests, D-22 Type Control Valves. The "AB" Test Rack. Pamphlet 5039-21, 2-1962 or latest revision.
2.1.7.8
Shop Maintenance for D-22 Type Passenger Car Brake Equipment Devices. Pamphlet 2089, latest revision.
2.1.7.9
Composite Instruction Pamphlet, 26-C Brake Equipment for Passenger Car. Pamphlet 5071-8, 12-1960 or latest revision.
2.1.7.10
Passenger Car Brake Equipment Type 26-C with Rear End Control. Pamphlet 5071-10, latest revision.
2.1.7.11
Brake equipment test racks must be in accordance with applicable standards published in Section E P a r t I1 of t h e Manual of Standards and Recommended Practices.
Association of American Railroads Manual of Standards and Recommended Practices 2.1.7.12

All truck mounted brake equipment must be maintained in accordance with passenger car owners instructions.
2.1.7.13
The Power Brake Law of 1958, Publication Safety Appliance and Power Brakes dated 1-1973 revised 9-1977 and amended 10-1-1982 or equivalent rules.
2.2 Brake Parts - Air and Foundation 2.2.1

Renewal of brake parts shall be performed when the following is found.
2.2.1.1
Parts which a r e found inoperative, bent, broken, out of gauge, or missing.
2.2.1.2
Air brake hose of the approved AAR non-armored type must be renewed with new approved AAR Specification M-601 latest revision hose when defective a s defined in AAR Field Manual Interchange Rules, Rule 5 dated 1983 or latest edition. This includes brake pipe, signal pipe, main reservoir and brake cylinder hoses.
2.2.1.2.1
Armored air hose is prohibited.
2.2.1.3
Brake shoes of the cast iron type must be replaced wth new approved AAR Specification M-401-56 latest revision brake shoes when defective or when worn to t h e extent of 3/4" or less thickness.
2.2.1.4
Brake shoes of the composition type must be replaced with new approved types when defective or worn to t h e extent of l / z " or less thickness including the lining and t h e backing plate.
2.2.1.4.1
Brake shoes used on Amtrak equipment must be Amtrak approved type.
2.2.1.5
Brake pad lining on disc brakes must be replaced with new approved AAR Specification M-926-72 latest revision brake shoes when defective or when worn to t h e extent of l / 4 " or less thickness.
2.2.1.6
Universal control brake valve equalizing or quick action portions must be replaced in kind when defective.
Association of American Railroads Manual of Standards and Recommended Practices 2.2.1.7 Cast Iron Reservoirs 2.2.1.7.1 No welding is permitted on body portion of cast iron reservoirs, however, holes in mounting lugs when worn may be built up by welding. Mounting lugs fractured or broken off (separated) within l/2" or more distance from the body portion of t h e cast iron reservoir maybe welded by using bronze welding procedures to replace lug. 2.2.1.7.2 Welding shall be in accordance with t h e requirements of the AAR Field Manual of Interchange Rules, Rule 82, 1983 Edition or latest revision. 2.2.2 I n the renewal or replacement of brake parts a s shown in Paragraph 2.2.1, any deviation from t h a t shown will be considered wrong repairs and must be corrected when found. 2.3 Cars built new on or after January 1, 1968 must be equipped with brake piping as follows: 2.3.1 Brake pipe size shall be 2.3.2 Brake pipe material shall be either of the following: 2.3.2.1 Extra heavy wrought iron per Specification ASTM A-72 latest revision. 2.3.2.2 Alloy steel pipe per Specification ASTM A-53 latest revision. 2.3.3 Brake pipe branch pipe size shall be 1 inch Schedule 80 pipe. 2.3.4 Brake pipe branch pipe materials shall be either of t h e following: 2.3.4.1 Extra heavy wrought iron per Specification ASTM A-72 latest revision. 2.3.4.2 Alloy steel pipe per Specification ASTM A-53 latest revision. 2.3.5 Brake pipe nipples when used in brake pipe a t end of car must be 11/4" in size either Schedule 40 or Schedule 80 pipe.
1Y4
inch schedule 80 type.
s-045
2.4 Handbrakes 2.4.1
At time of COT&S maintenance, handbrakes must be inspected, lubricated and tested, including all connections to insure safe and effective operation.
2.5 Air Brake Stencil 2.5.1
Old stencilling must be removed and the area painted over with quick drying paint.
2.5.2
Show place, month, day, and year of COT&S per chart, Paragraph 2.1.2 of this standard.
2.5.2.1
Stencil shall include railroad or private owner reporting marks, initial of shop or station performing maintenance.
2.5.3
Stencil must be applied in a suitable location for visual inspection; truck frame is the preferred location.
2.5.4
Stencil must not be changed until all work has been performed.
2.5.5
Any deviation from these standards must be corrected when found.

3.0 COUPLER AND COUPLER PARTS 3.1
This section outlines maintenance requirements and instructions for all types of couplers and coupler parts used on passenger car equipment. The maintenance requirements for couplers designed exclusively for passenger equipment a r e covered in this standard.
3.2
The maintenance requirements for AAR Type F couplers used in both freight and passenger car equipment will be found in Rules 17 and 18 of the 1983 Edition of the AAR Field Manual of Interchange Rules.
3.3
Passenger car couplers of the Type H tightlock design and controlled slack design must be maintained in accordance with instructions of this standard. These couplers and their design details will be found in AAR Specification M-206-80 and M-206-80 of Section A Part I11 of t h e Manual of Standards and Recommended Practices.

3.4
S-045
Any coupler having the standard MCB 1904 contour, other t h a n those referred to in the foregoing paragraphs, with distance between point of knuckle and guard a r m exceeding 5%", (a side of gage) measured perpendicular to t h e guard arm with Gage Number 25623-1 a s shown in Figure 1, must have defective part or parts renewed t o bring the coupler within t h e proper gage limits.
3.5
Passenger equipment cars equipped with AAR Type E coupler and associated parts will be operated only under special agreement between t h e operating railroad and t h e passenger car owner.
3.6
Inspection, testing, reconditioning and repairs of all passenger car couplers and associated coupler parts must be performed in accordance with these standards or applicable requirements in the Field Manual of AAR Interchange Rules, 1983 Edition or latest revision for AAR Type E or F couplers.
3.7
All couplers when replaced account defective must only be replaced in kind, or in accordance with written request by owner.
3.8
Any deviation from these standards must be corrected when found.

GAGE NO 2 5 6 2 3 CHECKS CONTOUR
25623-1 T Y P E E COUPLER
000
co
THE CONTOUR I S CONDEMNED WHEN T H E GAGE CAN BE PASSED VERTICALLY THROUGH THE CONTOUR I N T H E POSITION SHOWN W l T H POINTS A AND C CONTACTING GUARD ARM W l T H THE KNUCKLE IN P U L L POSITION.
GAGE NO 2 5 6 2 3 - 1 CHECKS CONTOUR AFTER P A R T S
T H E CONTOUR I S ACCEPTABLE WHEN THE GAGE CANNOT B E PASSED V E R T I C A L L Y THROUGH THE CONTOUR I N THE POSITION SHOWN W l T H POINTS B AND C CONTACTING G U A R D ARM W l T H T H E KNUCKLE I N P U L L POSITION.
%L.J
FIGURE 1
A-111-261

3.9 Welding Requirements 3.9.1
For the repair or reconditioning or AAR Type H tightlock couplers or controlled slack couplers welding must be performed in accordance with the requirements a s shown i n AAR Specifications M-206-80 and M-206-80 of Section A P a r t I11 of t h e Manual of Standards and Recommended Practices.
3.9.2
For the repair or reconditioning of AAR Type E or Type F couplers welding will be performed in accordance with t h e requirements of the latest edition of t h e Field Manual of AAR Interchange Rules and appropriate specifications in Section B of t h e Manual of Standards and Recommended Practices.
3.10 Wear Plate 3.10.1
For Type F couplers shank wear plates may be applied if coupler is removed from t h e car and work is performed in accordance with AAR Specification M-212 of Section B Manual of Standards and Recommended Practices.
3.10.2
AAR Type H tightlock couplers or control slack couplers must have wear plates applied in accordance with appropriate specifications in Section A P a r t I11 of t h e Manual of Standards and Recommended Practices.
3.10.3
Coupler with shank dimensions less t h a n the AAR Standard or AAR alternate standard a s shown in Section A, P a r t I11 of the Manual of Standards and Recommended Practices a r e prohibited in passenger car equipment service.
3.10.4
Couplers and coupler parts listed in Freight Car Rule 90 of the AAR Field Manual of Interchange Rules a r e prohibited in passenger car equipment service.
3.11 Coupler Contour Gaging 3.11.1
For Type F coupler which is comprised of a new coupler body and second hand or reconditioned parts, the complete unit must meet all requirements of Coupler Contour Gage Number 47120-2 shown in the appropriate rule of the AAR Field Manual of Interchange Rules 1983 or later edition.
Association of American Railroads Manual of Standards and Recommended Practices 3.12 Coupler Replacement 3.12.1 I n the replacement of couplers in any passenger car equipment any modification of sill construction which might include cutting or burning slots or holes must not be performed without prior approval of t h e operating railroad car engineering department. 3.13 Coupler Height Requirements 3.13.1 For passenger carrying passenger cars coupler heights requirement is a s follows
(1) Minimum - 34 inches (2) Preferred - 34Yz inches (3) Maximum - 35 inches
3.13.2 Non-passenger carrying passenger car equipment coupler height shall be a s follows: 3.13.2.1 Empty cars same a s for passenger carrying cars in Paragraph 3.13.1. 3.13.2.2 Loaded cars a s shown a s follows:
(1) Minimum - 32 inches (2) Preferred - 3z1/z inches (3) Maximum - 33 inches
3.13.3 The measurements for coupler height a s shown in Paragraph 3.13 must be made from the top rail to center of face of coupler knuckle. 3.13.4 I n t h e adjustment of coupler height where possible, the adjustments should be made when t h e car is empty. 4.0 JOURNAL ROLLER BEARING - PERIODIC LUBRICATION 4.1 This section outlines lubrication and maintenance requirements for all types of roller bearings used on passenger cars.
Association of American Railroads Manual of Standards and Recommended Practices 4.2 Journal roller bearings must have lubrication applied in the amount of frequency shown in t h e following chart:
Type
Oil Lubricated Grease Lubricated-Bearings with Housing Covers Grease Lubricated Bearings with Housing Covers and Rotating End Cap on same Car Grease Lubricated Bearings with End Caps (either Inboard or Outboard Application
Size Any Size Any Size Any Size
Frequency 30 Days 90 Days 90 Days
Amt. of Lubricant Restore Oil to Maximum Level
1Pound Add Amount Specified for Type of Bearing

6 OZ. 6 OZ. 8 Oz. 8Oz. 8 OZ. 8 OZ.
D-(51/z~10) E-(6 x 11) F-(6Y2x12) G-(6l/2) E E-(5%) EE-(6)
12 Mos 12 Mos 12 Mos 12 Mos 12 MOS 12 Mos
4.2.1 Other size bearings not listed in 4.2 a r e to be lubricated per manufacturers recommendations. 4.2.2 Passenger cars must not operate beyond lubrication date stencilled on car. 4.2.3 Roller bearings must have filling plugs properly replaced after lubrication of oil lubricated roller bearings. 4.2.4 A pressure gun properly calibrated in ounces by weight must be used in t h e grease lubrication of grease type journal roller bearings. 4.2.5 Pipe plugs must be properly replaced with AAR approved type grease fittings when plugs are found on grease lubricated bearings except NFL type roller bearings which do not require grease fittings. 4.2.5.1 Roller bearings designated NFL (no field lubrication) shall not be lubricated except when bearing is being reconditioned.
I t is recommended t h a t all roller bearings on a car be of the same type.
When necessary to replace one or both wheels off the axle, roller bearings must be replaced with new or reconditioned bearings.

4.5 Lubrication Stencil 4.5.1
When stencil is missing, incorrect or indistinct car must be lubricated in accordance with Paragraph 4.2.
4.5.2
Old stencilling must be removed and the area painted over with quick drying paint.
New stencilling should show month-day-year-railroad reporting initial and "lub" for lubrication. Example: "Lub" chg-10-20-83 ABC
4.5.3.1
station or private car shop
Use same railroad station or private car shop reporting initial a s used for air brake stencil.
4.5.3.2
Apply stencil a t one of the following locations on the car, using not less t h a n one inch figures and letters.
4.5.3.2.1
On one side of each truck a t diagonal corners of car or on side of car body a t platform end sill or step side, on diagonal corners of car.
4.5.3.3
New stencilling must not be applied until all lubrication work has been performed in accordance with this standard.
4.6
Reconditioning and maintenance procedures for roller bearings will be followed a s shown in Section H and Section H P a r t I1 of the AAR Manual of Standards and Recommended Practices.
4.7
The grade of oil used in oil lubricated journal roller bearings must conform with AAR Specification M-963-All Year Journal Box Lubricating Oil, a s shown in Section H of t h e Manual of Standards and Recommended Practices.
4.8
Grade A grease to AAR Specification M-917 must be used in t h e lubrication of passenger car type trucks having Hyatt roller bearings equipped with t h r u s t blocks. Approved greases a r e as follows.
4.8.1
Southwest Grease and Oil Company Code 11810.

4.8.2
Texaco Incorporated RB Grease No. 2301.
4.8.3
Atlantic Richfield L-340 Lithium RB Grease.
4.9
Grease lubricated roller bearings other t h a n those shown in Paragraph 4.2 must be lubricated with a n approved grease shown in AAR Field Manual Rule 26 1984 Edition or latest revision.
4.9.1
Roller bearings on Amtrak cars should be lubricated with Amtrak approved E P grease, if not available, AAR approved M942 grease may be substituted.
4.10
Passenger car owner is responsible for periodic lubrication of roller bearings after expiration of time limits regardless of circumstances or in accordance with contractual agreement between owner and operating railroad.
4.10.1
Failure of roller bearings is the owners responsibility.
5.0 WHEELS 5.1

This section outlines maintenance requirements and instructions for all types of wheels used on passenger car equipment. The maintenance requirements for wheels designed exclusively for passenger equipment and included in this standard a r e to be used in conjunction with the requirements specified in Section G and Section G, P a r t 11, of t h e Manual of Standards and Recommended Practices and are included in order to supplement t h e requirements of those sections.
5.2
The requirements for wear limits, gaging, and cause for renewal of defective passenger car wheels a r e covered in this standard.
5.2.1 Prohibited Wheels 5.2.1.1

Steel tired wheels are prohibited in passenger car service and a r e to be removed on sight when found.
5.2.1.2
Cast iron wheels are prohibited in passenger car service.
5.2.1.3
Class C steel wheels for use with on-tread brakes are prohibited in passenger car service.

5.2.2 Wheel Defects 5.2.2.1
s-045
Method of gaging and illustrations outlined in Freight Car Rule 41 of t h e AAR Field Manual of Interchange Rules are to be used on passenger equipment cars with t h e exception t h a t t h e thin rim condemning limit for passenger equipment cars is 1 inch or less and shall be measured a s shown in Freight Car Rule 41.
5.2.2.'2
Slid flat wheels having t h e slid flat area over 1 inch in length must be replaced. Also t h e mate wheel is to be replaced. The slid flat defect must be measured a s shown in Freight Car Rule 41 of t h e AAR Field Manual of Interchange Rules.
5.2.2.3
Wheels which have been overheated a s a result of being in fire must be replaced.
5.2.2.4
Wheels removed from service must be replaced in kind.

5.2.2.4.1
When untreated wheels a r e substituted for heat treated wheels, the passenger car owner must be advised within 30 days after date of substitution and reason given for t h e substitution.
5.2.2.4.2
Wheels must not be painted with any opague material.

5.2.2.5
Wheels applied must have a t least narrow flange thickness.

5.2.2.6
11/4
inch minimum rim thickness and standard full
For cars having wheels not on the list of Paragraph 5.4.1 owner must be contacted for types of wheels to be applied.
5.2.2.7
Machining and mounting of wheels for passenger equipment cars must be in accordance with t h e AAR Wheel and Axle Manual Section G, P a r t I1 of t h e Manual of Standards and Recommended Practices. The shop performing t h e wheel change is responsible for scrapping dismounted wheels found with oversize axle bore or found with insufficient wheel hub wall thickness.
5.3 Wheel Identification 5.3.1
Wheels of various classes including Classes A, B, C, or L are commonly used in passenger car equipment service. These may be identified a s shown in the illustrations in Figures 2 and 3. Material specifications for various classes of passenger car equipment wheels must be in accordance with the specifications found in Section G and Section G, P a r t I1 of t h e Manual of Standards and Recommended Practices.

5.3.2
Wheel heat treatment relates to the service for which t h e various classes of wheels are generally intended a s follows:
5.3.2.1
Class U-general
5.3.2.2
service where a n untreated wheel is satisfactory.
Class L-high speed service with more severe braking conditions t h a n other classes and light wheel loads.
5.3.2.3
Class A-high loads.

5.3.2.4
speed service with severe braking conditions, but with moderate wheel
Class B-high
5.3.2.5
speed service with severe braking conditions and heavier wheel loads.
Class C service with heavier braking conditions where off tread brakes a r e employed.
5.3.3
Class markings of wheels are identified by stamping on either the back face of the rim of the wheel or on t h e hub of the wheel a s shown in Figures 2 and 3 of Paragraph 5.3.1.
5.3.4
Class C wheels must not be applied to any passenger equipment cars which a r e equipped with on-tread brakes.
Association of American Railroads Manual of Standards and Recommended Practices MARKING OF STEEL WHEELS RIM STAMPING
SERIAL NUMBER
MONTH
YEAR
krlFGR
FIGURE 2
NOTE 1. Stamping to consist of manufacturer's serial number, date of manufacture, manufacturer's identification and class of heat treatment. Stamping is limited to 14 characters and the design designation shall be stencilled on t h e back plate with paint using characters a t least one inch in height.
/ s inch between characters and 13/8 inches NOTE 2. Stamping to be spaced a minimum of l between groups. The stamping shall be located not less than Y 4 inch from the inner edge of t h e rim.
NOTE 3. Manufacturer's identification is limited to two initials are to be a s follows: *A-ARMCO; *BW-Bethlehem; *CW-U.S. Steel (Pittsburgh Plant); EW-Edgewater; *G-U.S. Steel (Gary Plant); JW-Sumitomo Metal Industries; SW-Standard Steel; ZW-Canadian Steel Wheel. NOTE 4. Dies used to produce characters shall be not less t h a n Y8 inch in nominal height a t crest and hot stamping shall be nominally 3/s4 inch in depth. Italicized characters (sloped upward to right) shall be used. NOTE 5. All wheels will be marked for class using letters U, L, A, B or C, a s appropriate.
No longer in production
5-045
Association of American Railroads Manual of Standards and Recommended Practices MARKING OF CARBON STEEL WHEELS HUB STAMPING
FIGURE 3 NOTE 1. When ordered, wheels may be stamped on front or back (as specified by purchaser) hub face. NOTE 2. Stamping to consist of manufacturer's serial number, date of manufacture, identification of manufacturer, class and design designation. The hub stamping of locomotive wheels may be applied by the purchaser after final machining of the hub. Wheels t h a t are to be marked by the purchaser should be furnished with all marking stencilled on the front plate with paint using characters a t least 1 inch in height. NOTE 3. Manufacturer's identification is limited to two initials which a r e to be a s follows: *A-ARMCO; *BW-Bethlehem; *CW-U.S. Steel (Pittsburgh Plant); EW-Edgewater; *G-U.S. Steel (Gary Plant); JW-Sumitomo Metal Industries; SW-Standard Steel; ZW-Canadian Steel Wheel. NOTE 4. Stamping to be spaced a minimum of l/s inches between characters and a minimum of 13/8 inches between groups and located approximately central of the hub face. NOTE 5. Stamps used to produce characters shall not be less t h a n 3/a inch in height and shall not have sharp edges. Italicized characters (sloped upward to right) shall be used. NOTE 6. All wheels will be marked for class using letters U, L, A, B or C, a s appropriate. NOTE 7. The three groups (1)design, (2) serial number and (3) date of manufacture, manufacturer and class will be spaced approximately equidistant around the hub face.
No longer in production.
. -- .
. .- .- -
- . ..
A-111-270
. . .. .
_ ..
. ...... .. . ...
_ _ _ _ __

5.4
Wheel types commonly used on passenger equipment cars.

5.4.1
Table I i s a list of wheels commonly used on passenger equipment cars TABLE I AAR Wheel Type A-32 CA-32 C-33 CC-33 A-34 CA-34 A-36 CA-36 B-36 CB-36 D-36 CD-36 E-36 Date Stnd 1972 1972 1946 1968 1955 1968 1950 1968 1946 1968 1946 1968 Intended Max Axle Size Max Finish Bore 6%" 6%" 73/4" 73/4" g1/4" g1/4" 73/4" 73/4" 8l/2"
81/2" 8l/2"
Notes
Companies Requiring AMTRAK, CR AMTRAK, CR
5l/2 x 10 5% x 10 6l/2 x 12 6l/2 x 12
22,125 lbs AMTRAK, BN Max. Rating AMTRAK, B N Diesel Rail Car Also AMTRAK, CR, C P AMTRAK SOU, ONT, DRGW, CHESSIE, CR, CP, MP, WP WP AMTRAK, ONT, MKT, ICG, DRGW, SCL, CR, BN, CP, NW, AL, MP, CHESSIE, GTW AMTRAK, NW, AC, GTW CR, BN, SP, UP, MILW, AMTRAK, ATSF BN, UP, SP, MILW, AMTRAK
8l/2" 101/4"
CE-36 M-36 CM-36 1980 1980
101/4"
CR, BN, CP, SP, NW, UP, AL, ICG, AC, GTW, SCL, MILW, AMF o r Dise Brake Axles TRAK, ONT, ATSF, MP, DRGW BN, NW, UP, SP, MILW, AMTRAK, GTW AMTRAK Inboard Bearing BN, AMTRAK BN, AMTRAK
s-045
6.0 AXLES 6.1
This section outlines maintenance requirements and instructions for roller bearing type axles used on passenger car equipment. The maintenance requirements of this standard a r e to be used in conjunction with t h e standards, specifications and recommended practices contained in Section G and Section G, Part I1 of t h e Manual of Standards and Recommended Practices and a r e meant to supplement t h e requirements of these sections.
6.2
Axles used on passenger equipment cars must be of the raised wheel seat (RWS) roller bearing type identified and specified in Section G and Section G, P a r t I1 of t h e Manual of Standards and Recommended Practices.
6.2.1
Hollow axles must not be used in intercity passenger car service unless approved by operating railroad.
6.3
Axles must be replaced when the limits of wear have been reached a s shown in t h e following table. Journal Size Standard To Car Wheel Seat Limit Location I When less t h a n 63/4" When less t h a n 75/16'' When less t h a n 8" When less t h a n g1/2"
Axle Center Limit Location K
When When When When
less than less t h a n less than less than
5Y4" 53/4" 65/16'' 63/4"
FIGURE 4
6.3.1
Axles must be replaced when the following conditions are found:

6.3.1.1
Broken.
6.3.1.2
Damage due to overheating. A-111-272

6.3.1.3
Damage between wheel seats of a depth of

6.3.1.4
l/~"
or deeper.
Journal found rusted or pitted.

6.3.1.5
Axle bent when determined a t wheel shop.

6.3.1.6
Axle damaged a s a result of being in fire.

6.3.2
Plain bearing axles must not be substituted for roller bearing axles. Plain bearing axles are prohibited in passenger service.
6.3.3
Raised wheel seat (RWS) roller bearing axles must be replaced in kind in order t o maintain size standard to t h e car.
6.3.3.1
Second-hand axles when used must meet t h e dimensions shown in t h e following table: Wheel Seat Diameter Location I
63/4'1or more 75/16'' or more 8" or more 8l/2" or more
Journal Size
Axle Center Diameter Location K

51/4" or more 53/411 or more 65/16" or more 63/4'' or more
FIGURE 5
6.3.3.2
Axles when reclaimed must in accordance with the AAR Wheel and Axle Manual Section G, P a r t I1 of t h e Manual of Standards and Recommended Practices.
6.3.4
Axles removed from service account overheated must not be reconditioned and must be immediately stencilled in 1 inch letters overheated scrap and journal mutilated t o prevent reuse.
A-111-273
4-1-84
Association of American Railroads Manual of Standards and Recommended Practices 7.0 CARS AND CAR BODY 7.1
Cars must meet t h e requirements of t h e operating railroad a s to type of construction, safety and clearances to be acceptable in passenger service.
7.2
All cars must be equipped with safety appliances conforming t o US DOT-FRA Regulation Title 49CFR231.
7.3
All exterior and underneath equipment on passenger cars must be securely attached and supported in a safe manner for cars to be acceptable in passenger service.
7.4
Cars must be equipped with an approved air brake and signal system in order to be considered acceptable in passenger service.
7.5
All cars with underneath exposed wood parts must be equipped with a brake shoe spark shield over each wheel. These spark shields must be made of sheet steel or galvanized iron approximately 1/16" thick in a n area 36" wide by 48" long.
7.6
Cars equipped with electric heat furnished from head end power shall use 3 phase, 480 volt service for train line power.
7.7
Cars must be equipped with all steel or aluminum underframes and draft sills. These underframes must be of such design and condition to adequately support underneath equipment of t h e car.
7.8 Cars Prohibited in Passenger Service 7.8.1
Cars having defects t h a t a r e in violation of the United States Safety Appliance Act are not acceptable in passenger service.
7.8.2
Cars having all wood or combination wood and steel superstructure with wood sheathing a r e not acceptable in passenger service.
7.8.3
Cars which have structural and/or mechanical deficiencies are not acceptable for passenger car service.
Association of American Railroads Manual of Standards and Recommended Practices SPECIFICATION M-917-64 OBSOLETE STANDARD
JOURNAL ROLLER BEARING GREASE

Adopted, 1953; Revised 1956, 1960,1963,1964 1.0 SCOPE
1.1
These specifications cover grease for lubricating journal roller bearings a s follows: Grade A. For lubricating passenger service cars having Hyatt grease lubricated roller bearings with thrust blocks.
1.2
Any new grease proposed for use in journal roller bearings shall be approved by the Wheels, Axles, Bearings and Lubrication Committee (hereinafter referred to a s the "Committee") before being placed in interchange service. The basis for approval is provided by these specifications. 1.3 Applications for authorization for testing shall be addressed to the Secretary of t h e Mechanical Division, Association of American Railroads (hereinafter referred t o a s t h e "Secretary"). PROPERTIES AND TESTS 2.0 SOAPS, OILS AND INHIBITORS 2.1 The grease shall be a smooth, well manufactured product of uniform quality, composed of high grade soaps, refined and filtered petroleum oils, suitable oxidation and r u s t inhibitors and such other additives a s are necessary for desired performance. 2.2 Fillers and Other Foreign Matter The grease shall be free from corrosive matter, grit, rosin, waxes, talc, mica, graphite, clay, clay compounds, or other fillers. 2.3 Consistency The finished grease shall be homogeneous and free from lumps. 3.0 MINERAL OIL The petroleum oil, extracted in accordance with ASTM Method D-128, shall conform to the following properties: Items Flash (open cup), minimum ..................... Pour Point, upper, maximum .................. Saybolt Univ. Viscosity a t 100F.............. Saybolt Univ. Viscosity a t 210" F., minimum ...................................................... Requirements 340" F. 0" I?. 450-550 sec. 59 see. Method of Analysis ASTM D-92 ASTM D-97 ASTM D-445 ASTM D-445
3.1 3.2
3.3
3.4

4.0 OXIDATION INHIBITOR The inhibitor shall be such material t h a t t h e grease will satisfactorily lubricate passenger equipment journal roller beraings for a t least 350,000 miles and freight equipment journal roller bearings for not less t h a n three years without evidence of undesirable oxidation or deterioration. 5.0 RUST INHIBITORS The rust inhibitors shall be such materials a s to prevent rusting of t h e bearings in service due to moisture which may accumulate in the bearings from condensation. 6.0 GREASE The finished product shall conform to the following requirements on sample taken from well mixed contents of container:
Requirements Items
6.1 Corrosion...............................
Grade A
1&2 Acceptable 3-Rejectable 340-370 200 325 0.50 0.30
Grade B
1&2 Acceptable 3-Rejectable 290-320 150 325 0.50 0.30
Method of Analysis
ASTM D-1743-60T ASTM D-217 ASTM D-217 ASTM D-566 ASTM D-128 ASTM D-128
6.2 6.3 6.4 6.5 6.6
Penetration a t 77" F., worked Penetration a t 0" F., minimum Dropping Point, O F . , minimum Free Alkali, Per Cent, maximum .............................. Free Acid (as Oleic), Per Cent, Maximum .............................. Oxidation Stability: Psi drop in 100 hours, maximum ........................... Psi drop in 500 hours, maximum ...........................
6.7
10 25
10 25
ASTM D-942 ASTM D-942
6.8
Structure Stability: Maximum increase in penetration a t 77" F. worked after 100,000 double strokes in standard grease worker.................... Moisture, Per Cent, maximum
ASTM D-217 ASTM D-128
6.9
7.0 SERVICE TEST REQUIREMENTS 7.1 I n order to receive A.A.R. approval for use in interchange service, grease which otherwise conforms to these specifications shall satisfactorily lubricate each of t h e freight car roller bearing designs during a n eight-week simulated service test a t the A.A.R. Technical Center.
During t h e eight-week accelerated test t h e grease must maintain stable consistency in the bearing assemblies a s follows: Grade A - Not less t h a n 325 or more t h a n 385 penetration a t 77F. Grade B -Not less t h a n 270 or not more t h a n 340 penetration a t 77F.
7.3
I n addition to t h e requirements of Paragraphs 7.1 and 7.2 the test grease shall satisfactorily lubricate and maintain a stable consistency in the bearing assemblies within the penetration ranges shown for the grade of grease being tested, when mixed 50 percent test grease with the remaining 50 percent composed of equal proportions of all other types of A.A.R. approved journal roller bearing greases, a s identified by t h e metal base, and of the same consistency range, during an eight-week accelerated service test.
8.0 EIGHT-WEEK SIMULATED SERVICE TEST

Shall be in accordance with Appendix A.
9.0 CHANGES IN PRODUCT

Grease furnished under these specifications shall be essentially identical with t h e product submitted for approval tests. Evidence of unauthorized changes in composition or methods of manufacture will be sufficient cause for withdrawal of A.A.R. approval.
10.0 PACKING
Journal roller bearing grease shall be packed in metal drums or containers having tight fitting lids.
11.0 MARKING
The manufacturer shall mark each drum container to show the kind and grade of lubricant, order number, manufacturer's name, the amount of grease contained and the batch number.
12.0 INSPECTION 12.1

The inspector representing the purchaser shall have free entry, a t all times while the work on the contract of the purchaser is being performed, to all parts of the manufacturer's works which concern t h e manufacture of the material ordered. The manufacturer shall afford the inspector, free of charge, all reasonable and necessary assistance to satisfy him t h a t t h e material is being fu'mished in accordance with these specifications. Tests and inspection shall be made a t place of manufacture prior to shipment unless otherwise specified.
12.2
The purchaser may make tests to cover the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests shall be made a t the expense of the purchaser.
Association of American Railroads Manual of Standards and Recommended Practices 13.0 REJECTION 13.1
Material represented by samples which fail to conform to the requirements of these specifications will be rejected.
13.2
Material which shows injurious defects subsequent to its original inspection and acceptance a t t h e manufacturer's works, or elsewhere, will be rejected, and t h e manufacturer shall be notified.
-
14.0 REHEARING
Samples tested in accordance with these specifications which represent rejected material, shall be held for a period of fourteen (14) days from date of t h e test report. I n case of dissatisfaction with the results of t h e tests, the manufacturer may make claim for a rehearing within t h a t time.
15.0 THIS SPECIFICATION INCLUDES APPENDICES A AND B.
APPENDIX A
EIGHT-WEEK SIMULATED SERVICE TEST FOR QUALIFYING ROLLER BEARING GREASE
This procedure for qualifying roller bearing grease is based upon information developed on A.A.R. roller bearing grease testing machines which contain rotating-end captype-roller bearings. This information has been compared and correlated with d a t a developed from greases r u n in field service and with d a t a from a n older type of roller bearing grease testing machine which has been used to qualify greases since 1956.
1.0 PREPARATION OF BEARINGS

All bearings shall be disassembled, cleaned in a suitable solvent and all parts inspected. Where defective or worn parts a r e noted, they shall be replaced. Weigh all parts of the bearing assembly except t h e end cap, the backing ring and the seal wear rings. Fill the bearing with grease according to the manufacturer's recommendations for weight of initial fill and distribution of grease among the various elements of t h e bearing. Reweigh the lubricated bearing and adjust the weight of lubricant to correspond to the manufacturer's recommendations.
2.0 APPLICATION OF THE BEARING

Apply each bearing on a properly prepared roller bearing axle. Lubricate t h e axle with castor oil prior to bearing application. Subsequent to application, determine t h e lateral on t h e tapered bearing types such t h a t the lateral falls between 0.002 and 0.010 inch. Apply the end cap, locking plate and bolts; then torque to end-cap-bolts per manfacturer's recommendations. Pull over the tabs on the locking plates.
3.0 RUNNING PROCEDURE

The bearings shall run a t a r a t e equivalent to 63 miles per hour for approximately eight weeks. This schedule shall be from 9 a.m. on Monday to 5 p.m. on Friday for seven consecutive weeks. On the eighth week, r u n the bearings from 9 a.m. on Monday morning until 5 p.m. on Wednesday night. The accumulated mileage during this running period is 49,392 miles. This mileage may vary slightly dependent upon holiday schedules. Place a pan beneath t h e front and rear seals of each bearing to catch grease which may purge from the bearings. Weigh the grease which may accumulate weekly. If sufficient grease is available, make a quarter-scale penetration measurement (A.S.T.M. Method D-1403). Also, describe the condition of the lubricant which is purged from each bearing, i.e., grease, oil, separated, homogeneous, etc.
4.0 FINAL INSPECTION

At the conclusion of the eight week running period, remove each bearing and carefully weigh the assembly prior to disassembling the bearing. This weight should not include end cape, backing ring or seal wear rings and the exterior of each bearing shall be wiped free of any dirt, grease or oil prior to making the weighing. Inspect the grease in each bearing and record observations. Disassemble the bearing and remove grease from each bearing for laboratory analysis. Clean the bearings with a suitable solvent and weigh the cleaned bearing. The difference between the weight of the grease in a bearing a t the conclusion of the test and the weight of grease used to lubricate the bearing prior to test is t h e actual loss during test. This grease loss based on weight differences may not correlate with the amount of lubricant caught in the pans since some of the oil and grease lost by the bearing is thrown out of the range of the catch pans.

5.0 BASIS FOR EVALUATION
Bearing temperatures shall be continuously recorded during the test. This information plus data on the quantity of leakage; condition of the grease at final inspection, and the laboratory analysis of the grease removed from each bearing shall constitute the basis for determining the performance and acceptability of a roller bearing grease.
APPENDIX B
INSTRUCTIONS REGARDING CERTIFICATION OF JOURNAL ROLLER BEARING GREASE FOR USE IN INTERCHANGE SERVICE
The following instructions will govern in the matter of approval of different types of journal roller bearing grease for use in interchange service:
1.0
A proponent desiring certification of any type of journal roller bearing grease shall make written application to t h e Secretary of the Mechanical Division. This application shall be accompanied by a complete laboratory analysis of the grease so t h a t t h e analysis may be checked with laboratory specifications.
2.0
If the results of t h e check appear favorable, the sponsor will then be authorized to submit a 10-pound sample of t h e grease, together with t h e application fee prescribed by the A.A.R. Technical Center to cover preliminary laboratory tests.
If t h e results of the preliminary laboratory tests a r e satisfactory, the sponsor will be notified, and may then request t h e simulated service test a s required by the specifications. This shall require t h e advance of an additional fee to cover t h e cost of the simulated service test and final laboratory analysis. Dependent upon the test schedule, the sponsor will be requested by the Center to furnish 200 pounds of t h e grease to be used for the simulated service tests. All tests and analyses will be under the jurisdiction of the Research and Test Department, and official results of t h e tests will be furnished to t h e Committee for final action upon t h e request for approval. Reasonable observation of t h e tests may be made by t h e sponsor while tests a r e in progress, and a copy of the test results will accompany the official notification of t h e final action taken by t h e Committee regarding the application for approval.
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices PURCHASE AND ACCEPTANCE OF A.A.R. APPROVED TIGHTLOCK COUPLERS AND COUPLER PARTS, RADIAL CONNECTIONS, YOKES, AND ATTACHMENTS FOR PASSENGER EQUIPMENT CARS Specifications M-206-80 Standard Adopted, 1940; Revised, 1947, 1949, 1951, 1960, 1962, 1979 Effective: January 1, 1981 1.0 SCOPE 1.1 This specification covers material, purchase, and acceptance requirements for AAR approved Tightlock couplers and their parts, coupler yokes, draft gear followers, radial connection castings, shank pins, yoke pins, bushings and other parts. 1.2 Basis of ApprovaI 1.2.1 All manufacturers, foundries, materials and designs must be approved by the AAR Mechanical Division. The basis for such approval shall be satisfactory compliance with the provisions of this specification, and other applicable AAR Specifications. 1.2.2 All manufacturers desiring an "approved" status must submit an application to the Mechanical Division, Association of American Railroads, a s outlined in Appendix A. 1.2.3 Upon attaining approved status, manufacturers will grant an AAR representative free entry a t all times to all parts of the manufacturer's works which concerns the manufacture, test, and inspection of materials for use in interchange service. This access is for the purpose of providing assurance t h a t industry standards are being maintained. The manufacturer shall afford the AAR representative all reasonable facilities to assure t h a t materials are being furnished in accordance with these specifications. In the case of foundries, this access will be required a t least once annually and whenever there are indications t h a t quality control standards are not being maintained. 1.2.4 All designs must be submitted for approval in accordance with Appendix B. 1.2.4.1 Any design submitted for approval may be approved by waiver of Official Design Tests, if applicable 1.2.4.2 Approval of a design applies only to t h e manufacturer for whom i t is approved. I t does not cover an identical or similar design produced by another manufacturer, or the same design made of a different material by t h e same manufacturer.
1.3 Basis of Purchase and Acceptance
1.3.1 Except for locks and knuckles, cast steels shall be furnished and marked in accordance with AAR Specification M-201 Grade C and marked H T a s part of the catalog number. The locks and knuckles shall be marked HTS a s part of the catalog number and furnished in accordance with paragraph 1.3.2 of this specification.

Knuckles and locks shall be heated to the proper temperature above t h e critical range for the required time and upon removal from the furnace shall be subjected to accelerated cooling by immersion in a suitable liquid medium. All quenched castings shall be tempered immediately following the quenching operation to a hardness of Brine11 number 255, minimum 223, maximum 285. From each 50 knuckles and/or locks, or less ordered, two knuckles and/or locks may be tested for hardness. The average of two or more determinations taken on the back of the knuckle hub, or on the lock body, shall be within the limits specified.
1.3.3
A t the purchaser's request, a certification will be made the basis of acceptance. The certification shall include statement that t h e material has been manufactured, sampled, tested and inspected in accordance with, and meets the requirements of all applicable provisions of these specifications. Each certification furnished shall be signed by an authorized agent of the supplier or manufacturer.
1.3.4
The manufacturer shall maintain records for 15 years of the mechanical, chemical and hardenability test reports, covering the heats representing the purchased castings. These records will be made available to the purchaser upon request.
2.0
CAST STEEL MANUFACTURE Cast steel shall be in accordance with AAR Specification M-201, as applicable.
3.0 MECHANICAL PROPERTIES AND TESTS Mechanical properties and tests shall be in accordance with AAR Specification M-201, a s applicable. 4.0 INSPECTION 4.1
Grouping - The manufacturer shall have items grouped in inspection lots.
4.2 Visual Inspection 4.2.1

Coupler bodies, knuckles and yokes shall be free from surface defects such a s cracks, hot tears, and notch type off-sets in those critical areas shown shaded in Figure 1.
4.2.2
on-AAR standard or alternate standard coupler bodies, yokes and parts shall be covered by agreement by purchaser and manufacturer.
4.2.3
All surface discontinuities which are detected outside the critical areas defined in Figure 1 which exceed one-half of the section thickness in length, except for parting lines, will be considered to be a defect and shall be removed. If the depth of defect does not exceed 10% of casting section thickness, the area shall be blended with the surrounding surfaces. Discontinuities greater in depth than 10% of the section thickness and those located on gaged surfaces shall be removed and weld repaired in accordance with Section 4.4.
4.3 Casting Integrity 4.3.1

Manufacturer's internal process specifications and quality assurance program shall control casting integrity.
Association of American Railroads Manual of Standards and Recommended Practices 4.3.2 4.3.2.1
Coupler bodies and knuckles must meet permanent and ultimate strength requirements shown in 4.3.2.1.3. The dimensions shown in Figure 2 shall be used for determining permanent set, and results recorded. Special test knuckles for testing coupler bodies shall have a load capacity in excess of 900,000 pounds.
Proof Tests
4.3.2.1.1
When testing coupler bodies, if test knuckle breaks before required loading is attained, the test shall be terminated and the load recorded a s "Maximum applied load".
4.3.2.1.2
Test machines shall have minimum capacity to meet specified loads and be calibrated to ASTM Standards.
4.3.2.1.3
Static Tension Test Requirements
"Knuckle (HTS) Body (HT)
Grade C Steel Max. Permanent Set-Inches at at 300,000 lbs. 450,000 lbs. .03 .03
Min. Ultimate 600,000 lbs. 725,000 lbs.
Grade E Steel 400,000 lbs. 700,000 lbs. "Knuckle .03 Body .03 * Based on testing with dummy knuckle fixture. 4.3.2.2
Min. Ultimate
Yokes -Test values for coupler yokes, Specification M-205, latest revision shall apply.
4.4 Weld Repair 4.4.1

Weld repair must be in accordance with AAR Specification M-201.
4.4.2
Heat Treatment after Weld Repair
4.4.2.1
After castings have been weld repaired, they must be heat treated in accordance with requirements shown in Figure 3.
4.5 4.5.1
Wrought Steel Parts

Knuckle Pivot Pin -refer to Specification M-118.

Draft Gear Follower -refer to Standard 119.
4.5.3
Shank and Yoke Pins - The coupler shank and yoke pins shall be made of steel, grade A.I.S.I. - C-1137 or equivalent. The pins, a f t e r being cut to the required length, shall be heat treated to hardness within the range of Brine11 numbers 260 to 300. The pins shall then be ground to the required diameter within the tolerances shown on Figure 4.
4.5.3.1
For each lot of 25 units, or less, ordered, one pin of each diameter shall be checked for hardness and the average of two or more impressions on each pin shall be within t h e hardness range specified in Section 4.5.3.
4.5.3.2
If either or both pins representing t h e lot fail to meet the requirements for hardness, then all pins of t h a t size in a lot shall be similarly checked and those failing to meet t h e requirements shall be rejected. Such rejection, however, does not prohibit the manufacturer from reoffering the rejected pins on the same order for inspection after adjustment.
4.5.4
Shank, Yoke and Radial Connection Bushing -The bushings used in the coupler shank, radial connection and yoke head shall he made in accordance with AAR Standard S-100-80, Section B, Manual of Standards and Recommended Practices. These bushings, shown in Figure 4, shall be press-fit into the castings and the application checked by the standard gages listed in Table No. 2.
4.6 Weights (See Table No. 1) 4.6.1

When completely fitted couplers and/or yokes, radial connection castings or radial connection seats are purchased, ten (10) per cent of any of these items in each lot of 50, or less, may be individually weighed. One of the completely fitted couplers in each of the above lots of 50 or less may be dismantled and the parts individually weighed. When coupler parts are purchased separately, one detail part in each lot of 50, or less, may be individually weighed. Failure of any item so weighed to meet the minimum weight shown in Table No. 1 will reject that item and each such item in t h e entire lot shall then be weighed and any that are less than the minimum weight shall be rejected.
4.6.2
When castings are over the maximum weight shown in Table No. 1, and all other requirements are satisfactory, they may be accepted a t the maximum allowable weight, the excess weight being a t the expense of the manufacturer.
4.7
Gauging - Couplers, parts and yokes shall meet the requirements of the gauges listed in Table No. 2.
4.7.1
If any casting is so much out of gauge a s to require heating in excess of the tempering temperature in order to bring i t within the gauge limits, i t shall be reheat treated.
4.7.2
The inspector mag inspect and gauge each assembled coupler in a lot to determine if they conform to the contour gauge. A-111-286
4-1-84
-4ssociation of American Railroads Manual of Standards and Recommended Practices

4.8 4.8.1
Coupler Operation
All completely assembled couplers must be carefully checked for operation. The knuckles and other operating parts must perform their functions in an entirely satisfactory manner. In the assembled couplers the lock should be seated on the knuckle tail shelf or not more than y8 in. above the shelf.
4.8.1.1
Coupler knuckle must throw to the open position by a continuous rotary force applied by hand through the operating rod from rod handle. See Figure 5.
4.8.1.2
Coupler knuckle must rotate to the fully closed position to permit drop of the lock to the locked position by a continuous steady force applied by hand on the knuckle nose.
4.8.1.3
Coupler lock must automatically drop to the locked position when the knuckle is closed a s described in Section 4.8.1.2. Coupler knuckle is locked shut when the lock drops to seat on, or to within inch of seating on the knuckle tail lock shelf.
v8
4.8.1.4
Coupler is put on lockset when the knuckle is restrained from opening while force is applied through the operating rod to raise the lock above the knuckle tail. When the rod is eased back and released, the lock must rest on the forward top edge of the knuckle thrower lock leg. The knuckle then must be free to rotate open by hand force applied on inside face of the knuckle nose. Coupler then must perform the functions of knuckle closure and lock drop as described in Sections 4.8.1.2 and 4.8.1.3.
4.9 4.9.1
Finish
Surface discontinuities including those resulting from weld repairs or the removal of gates and risers shall be contoured to the surrounding surfaces by grinding, where interference would exist in operation, application or affect serviceability.
4.9.2
All castings shall be properly cleaned by sand or shot blast, or other approved process. Couplers must not be sand or shot blasted when assembled.
4.9.3
The castings shall not be painted or covered with any substance that will hide defects. If castings are to be painted, it shall be so specified on the order, but this shall be done only after complete inspection and acceptance of the parts by the purchaser. Paint must not be applied to the inside of the coupler head or internal fittings.
4.10
Lubrication-4.11 Storage 4.11.1
Lubricants must not be applied to the coupler head or its fittings.
Couplers, yokes and attachments must be stored in a dry place under cover to prevent rusting.
4.11.2
Any rust or dirt resulting from prolonged storage must be removed prior to pIacing coupler or parts in service.
4.12 4.12.1
Markings
All yokes, couplers and parts shall have legible markings, a s specified in Figures 6 and 7.
M-206
Association of American Railroads Manual of Standards and Recommended Practices APPENDIX A INSTRUCTIONS REGARDING APPLICATION FOR STATUS AS AN APPROVED MANUFACTURER
1. Application for status a s a n approved manufacturer will be submitted to the Secretary of the Mechanical Division of the AAR in 12 copies. 2. Application must be accompanied by description or brochures which describe facilities and manufacturing processes to include detailed information on quality control procedures. If more than one foundry is involved, each must be fully described as a separate entity and applied for on an individual basis.
3. Application will be accompanied by a draft in the amount estimated to defray inspection costs to include transportation and five days a t each foundry site. Application must state t h a t the applicant will reimburse the AAR for all costs which exceed the amount of the draft.
4. Application will list all couplers, and their parts, coupler yokes, and draft gear followers which the manufacturer will produce. This will include AAR catalog numbered standards and proprietary items. Manufacturer will indicate which proprietary items he will submit to AAR for approval.
5. The AAR will publish annually a list of approved manufacturers and their approved foundries if more than one is involved. In the event t h a t a manufacturer is deleted from this list for cause, reapplication for approval will he required.
Association of American Railroads Manual of Standards and Recommended Practices APPENDIX B APPROVAL REQUIREMENTS FOR SPECIAL DESIGN COUPLERS, COUPLER PARTS, YOKES AND DRAFT GEAR FOLLOWERS SCOPE
Special and proprietary designs which deviate from AAR catalog numbered items which are to be used in interchange or common carrier service by agreement will require separate approval by the AAR Coupler and Draft Gear Committee if they are to be identified with the initials "AAR", either stamped or cast in raised letters.
APPROVAL APPLICATION CONTENT Description of the Special Features: a. Function b. Component design type to which feature is applicable. c. Owner, builder, or designer who developed.
Railroad (s) , car owner (s) , or manufacturers requesting special design. Car type for which special design is to be furnished on original application. Replacement (s) (What Can Be Applied). If not interchangeable with an AAR standard, design deviations are to be listed. Include statement t h a t the item will be manufactured, sampled, tested, and inspected in accordance with, and will be equal to or better than, the requirements of applicable specifications. In the event the material deviates from AAR specifications, mechanical, chemical and hardenability, test reports must accompany the application and a certification must be included which contains a statement that the component is compatible with AAR requirements and in addition, a certification that the design complies with AAR operational and DOT safety requirements. Specifications for reconditioning the Special Design, if different from applicable AAR Specifications, must be provided to each purchaser on request.
DOCUMENTATION REQUIREMENTS
Twelve drawings listing material, heat treatment, and complete dimensioning and the name of the foundry or foundries t h a t produce the item must accompany the application. Records of special designs furnished to be available upon request by the AAR for a period of 25 years.
M-206
Association of American Railroads Manual of Standards and Recommended Practices TABLE NO. 1 LIMITING WEIGHTS
Name of Part
Coupler (C-H80-HT) fitted complete with single locklift (H15A). 6y2 by 8 in . shank with bushings (without train line lugs) ............................................................................ Coupler (C.H81.HT). fitted complete with single locklift (H15A). 61k2 by 8 in . shank with bushings and train line lugs .......................................................................................... Coupler body (C.H80.HT). without fittings. 6y2 by 8 in . shank with bushings (without train line lugs) .................... Coupler body (C.Ht31.HT). without fittings. 61b2 by 8 in . shank with bushings and train line lugs ................................ Yoke (C.Y50.HT). with bushings. Standard 24% in . pocket . For use with conventional draft gear ........................ Yoke (C.Y65.HT). with bushings. Standard 24% in . pocket . For use with twin draft gear ...................................... Radial Connection (Y25A-HT) with bushings ............................ Radial Connection Seat (Y26-HT) ................................................ Knuckle (H50B-HT-S) ................................................................... Lock (H40A-HT-S) .......................................................................... Knuckle Thrower (H30A) .............................................................. Rotary Locklift Assembly. single. (H15A) ................................ Rotary Locklift Assembly. double. (H16A) ................................ Knuckle pivot pin (C10). with cotter (C11) ............................ Support pin ((32). with cotter (C3) .............................................. Shank pin (Y10). 231,5., in . diameter ............................................ Yoke pin (Y13). 3:'1,/, in . diameter .............................................. Shank pin retaining key (Y11B). with cotter (Y5) ..................
Min
Weight Nor
Max
Association of American Railroads Manual of Standards and Recommended Practices Table No. 2 Gages to Insure Interchangeability of Coupler Parts Class I. Inspectors' Gages
To be used by inspectors for acceptance of couplers and parts conforming to same.
Gages for Head and Parts Gage No. 1. 31727 2. 31701 3. 31703 4. 31706 5. 31707 6. 31707-1 7. 31708 8. 31709 9. 14513 10. 31713 11. 31714 12. 28100-2 13. 14220 14. 31711 15. 31715 16. 31718 17. 32310 18. 31719 19. 31720 20. 32091 21. 31721 22. 31721-1 23. 31723 24. 27896-3 25. 31725 26. 31725-1 27. 31725-2 Description
Inspector's contour Drawbar pulling lug and pin protector Drawbar front face checking pin used with gage 31701 Drawbar aligning wing face - used with gage 31701 Drawbar face and contour Pivot pin used with gages 31701, 31707, and 31715 Drawbar lock chamber Drawbar lock hole Drawbar pivot lug Drawbar lock wall to knuckle side wall Drawbar rotary lug Drawbar and knuckle pivot pin hole -Min. and Max. Knuckle hub Knuckle tail shelf Knuckle pulling lug and pin protector Knuckle tail height Knuckle contour and tail width Lock contour -Guard arm side Lock contour - Knuckle side Lock thickness Knuckle thrower Knuckle thrower - rear contour plate - used with gage 31721 Rotary locklift lever Pin used with gage 31723 Rotary locklift toggle contour and thickness Rotary locklift toggle -lock trunnion hole -used with gage 31725 Rotary locklift toggle -rivet slot - used with gage 31725
M-206
Association of American Railroads Manual of Standards and Recommended Practices Shank Gages
1. 29222-3 Shank pin diameter 2. 29224 Shank butt loop 3. 29224-1 Pivot pin used with gage 29224
Gages to Insure Interchangeability of Yokes, Shank Butt, Radial Connection and Radial Connection Seat Class I. Inspectors' Gages Gage No. 1. 29218 2. 29218-2 3. 29218-3 4. 29219 5. 29219-1 6. 29219-2 7. 29220-1 8. 33158 9. 33158-1 10. 33158-2 11. 33159 12. 33159-1 13. 33168 14. 33168-1 15. 33168-2 16. 33169 17. 33169-1 18, 29220 19, 29221 20. 29224-1 21. 29222-1 22. 29222-2 23. 29222-4 24. 32430 25. 32430-1 26. 32430-2 27. 29223-1 28. 29223-2 29. 29223-3 30. 29223-4 Description
Yoke -24% in. pocket Yoke inside width Yoke pin diameter Yoke head opening Yoke head outside width Yoke head outside height Pin for use with gages 29219 and 29220 Twin gear yoke rear end thickness Twin gear yoke rear end width Twin gear yoke strap thickness Twin gear yoke pocket length Twin gear yokes outside height Twin gear yoke head opening Twin gear yoke head radial seat location Twin gear yoke length -pin hole to rear end Twin gear yoke end squaring in horizontal plane used with gage 33168-2. Twin gear yoke end squaring in vertical plane. Radial connection loop - yoke end Radial connection loop - shank end Pin used with gage 29221 Radial connection loop thickness - yoke end Radial connection width Radial connection loop contour - yoke end Shank pin retaining key Shank pin retaining key hole and hole location Shank pin retaining key hole location - used with gage 32430-1 Radial connection seat thickness Radial connection seat width Radial connection seat -loop seat contour Radial connection seat contour
Class 11. Checking Gages To be used by inspectors periodically for checking purposes only.
1. 2. 3. 4. 5.
31708-1 27895 31707-1 33159-2 31727-1
Gages for Head and Parts Drawbar lock chamber and lock hole -maximum Drawbar knuckle thrower hole location Pin for use with gage 27895 Twin gear yoke head radial seat radius Inspector's Contour Gage - No Go Gages Used for Maintenance of Couplers In Service Contour maintenance Aligning wing limit
1. 31000 2. 32600
M-206
SECTION I - A
CCUPLER YOKE Y 5 0
I.
TCP
3 9 0 T T C U S"RFZCES
COUPLER SriANK
SECTION
9-8
SADIAL CCNNECTICN Y 2 5 A
NOTE. CRITICAL AREAS I R E ShGVN SFACE;
INSFECTICN ZONES
FIG
I
Association of American Railroads Manual of Standards and Recommended Practices LOCATION OF PERMANENT SET MEASUREMENTS FOR COUPLER BODY AND KNUCKLE
H TIGHTLOCK COUPLER HEAD

Fig. 2
COUPLER KNUCKLE
I ,
-1
H COUPLER HEAD
COUPLER YOKE Y65
RADIAL CONNECTION Y25A

/
, ' -
COUPLER SHANK AND TEMPERED WELDS IN ,SHADED AREA ;WELDS IN ,NCN-SHADED AREA TEMPER
,
COUPLER YOKE Y50
NORMALIZED
IQUENCHED AN3 TEWPESED

~ ~ ~ N ~
,v
TEMPER
HEAT TREATMENT REQUIREMENTS AFTER

FIG. 3
WELD REPAIR
M-206
"H" TIGHTLOCK COUPLER COUPLER SHANK AND YOKE PINS AND BUSHINGS -TOLERANCES Fig. 4 A-111-296
M-206
COUPLER INSPECTION OPERATING ROD

F i g .5
M-206

Mfrs. Trademark Mfrs Molder's Mark Annealing lug "A" Drag side used) Patent Markings Canadian 8 U.S.
\w:
Location of this marking may practlce Panel depressed

1/,6"
Mfrs Heat Number to be stamped on knuckle slde of shank (11 used
Mfrs Trademark Mfrs Ser~al No
l i
n \
, ,
1 1
d-atent
Markinas
x6"
For Canad~an mfr Raised '/,,"max in depressed panel
For U.S mfr. Ralsed 3/,," max In ?&'' depressed panel
Letter "S" denotes quenched
=-I?+
3'-
TO-For U S Mfr.
:- For Canad~anMfr.
rrrD For
Detail of Annealing Lugs A" and "B" U.S. Mfr
fl
I
"
,/
/*
rial Number of coupler body to be stamped here when fttted Trademark not Patent mark~ngs to extend forward of thls Ilne.
7:;
F~~ canadia
Mfrs Heat No Molder's Mark
Serlal Number of coupler body to be stamped here when fltted
1"
Cast~ng All marklngs ra~sed depressed panel except as noted
Forglng All marklngs raised In depressed panel
H9A Rotary Lockl~ft Toggle Letter "S" denotes quenchedand tempered lock Mfrs Tradem
depressed pane
Note All marktngs depressed except as noted H40A-HT-S Lock H13A Rotary Lockltft Lever-Slngle Note All markings shown to be ralsed unless otherwise spec~f~ed H30A Knuckle Thrower Cast or Forged Catalog No rased In depressed panel
H14A Rotary Lockllft Lever Double Mfrs. Identification Mark
@ C10 Knuckle Pivot Pin
Fig. 6
"H" TIGHTLOCK COUPLER MARKINGS FOR COUPLER AND PARTS
M.ZO~
frs. Trademark
Heat Number to be stamped on or Serlal Number cast o n (one must be used) y25A-HT Rad~al Connectlo
AAR Ident. NO.
stamped on
Y13 Yoke Pin
Drag Side
Catalog No
C-Y65-HT Yoke-Std. 24 s/," Pocket (For use w ~ t h twin draft gear) Note AII markings rased unless otherwise specified
"H" TIGHTLOCK COUPLER MARKINGS FOR YOKES AND ATTACHMENT PARTS Fig. 7
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices SECONDHAND AND RECONDITIONED AAR APPROVED TIGHTLOCK COUPLERS AND COUPLER PARTS, RADIAL CONNECTIONS, YOKES AND ATTACHMENTS FOR PASSENGER EQUIPMENT CARS Specification M-206A-80 Adopted 1980, Effective: January 1, 1981
M.206A
1.0 SCOPE
1.1
This specification covers requirements for secondhand and reconditioned AAR approved Tightlock couplers and their parts, coupler yokes, draft gear followers, connecting pins and other parts used in the coupler and yoke passenger car applications and do not cover requirements for proprietary parts except a s noted in 1.2.5 and 2.2.
1.2
For purposes of this specification, the following definitions and control shall apply:
1.2.1
Secondhand is defined as any used component or assembly, meeting the requirements of this specification that can be reused without reconditioning, except where noted.
1.2.2
Reconditioned is defined a s any component that has been rebuilt and/or heat treated in accordance with this specification.
1.2.2.1
Draft gear followers shall be reconditioned in accordance with AAR Specification M-212, current issue.
1.2.2.2
Knuckle pivot pins shall be reconditioned in accordance with AAR Specification M-212, current issue.
12.2.3
Only coupler bodies and yokes shall be reconditioned in accordance with this specification, sections 4.1 and 4.2.
1.2.3
Any component prohibited by AAR Interchange Rules and parts not meeting all requirements of this specification must not be classified for secondhand acceptance or reconditioning.
1.2.3.1
The following parts must not be reconditioned: Coupler knuckles and locks, AAR Type T couplers, knuckle throwers, coupler shank bushings, knuckle pivot support pins, rotary locklift assemblies, radial connections, connecting pins, radial connection seats, coupler shank pin retaining keys, and yoke pin and radial connection bushings.

1.2.4
New is defined a s any component not previously used that meets the requirements of AAR Specification M-206, current issue, which may be used in assemblies defined by these specifications.
1.2.5
Proprietary is defined as any component having an identification number other than current or former AAR catalog numbers.
2.0 2.1
CLASSIFICATION PROCEDURE
AAR Type T Tightlock couplers, parts and yokes must not be classified for further service.
2.2
Part or assembly classified as proprietary is suitable for secondhand classification or reconditioning after consulting with manufacturer to determine conformance with this specification.
2.3
The results of inspection and gaging will determine if part or assembly is suitable for secondhand classification or for reconditioning.
2.4
Parts to be classified must be disassembled for inspection except for rotary locklift assemblies.
2.5
Parts must be clean and free of dirt, paint, rust and scale which may interfere with gaging and inspection.
2.6
Parts must be visually inspected for cracks, fractures, sections broken out, worn surfaces, distortion, surface upset and service notches.
2.7
Each part must meet the requirements of the gages listed in this specification and Specification M-206B.
2.8
The various gages listed in this specification may be purchased from the Standard Coupler Manufacturers.
3.0 3.1
SECONDHAND ACCEPTANCE REQUIREMENTS Parts and assemblies must be evaluated in accordance with the procedures in 2.0 and meet the requirements of Specification M-206B.
3.2
Part or assembly must not be painted.
3.3
Lubricants must not be applied to the coupler head or its fittings.
3.4
Part or assembly must be free of cracks, fractures, sections broken out and service notches.
3.5
Surface upset must be ground and blended to the surrounding surfaces. This ground area must be free of cracks.
4.0 4.1 4.1.1
RECONDITIONING PROCEDURES Coupler Coupler Body -Weld repair on machined cast surfaces is prohibited. Shank bushings must be replaced if the complete coupler body is heat treated. Shank Wear Against Carrier - Coupler shanks that are worn to a depth not exceeding in. into the bottom wall, due to contact with the carrier, may be restored by machine finishing the worn surface to a depth of 1/4, in. a s shown in Fig. 1. A steel wearplate, in accordance with page B-277, shall then be welded in place, as shown in section A-A of Fig. 1 and in accordance with 5. Couplers worn in excess of l/s in. in this location must not be in. reconditioned. Coupler shank wearplates that are loose, missing, or worn in excess of must be replaced.
4.1.1.1
v8
4.1.1.2
Bent Shank-Couplers with shanks bent in any direction out of alignment with the front face of the coupler head, a s typically illustrated in Fig. 4, may be reconditioned provided :
4.1.1.2.1
No cracks have developed a s a result of bending.

4.1.1.2.2
Amount of bend, measured as shown in Fig. 4 using gage No. 34105 does not exceed one inch per foot of shank length, measured from front face to pivot point of shank.
4.1.1.2.3
Top wall is not buckled. To satisfactorily perform the straightening operation, except in cases where there is only a slight amount of bend, the shank shall be heated in the locality of the bend. The amount of heat necessary may vary according to the degree of bend, but in most cases temperatures varying from 1,500 to 1,600F will be required. The heat should be applied on the side toward the bend (concave) side. The straightening pressure should be applied through a heavy plate placed on the shank to distribute the load and prevent indentation. After straightening, a careful examination should be made to make certain that no cracks have resulted from this operation. When shanks are bent near the horn, extreme care must be exercised to avoid distortion of the head during the straightening operation. In all cases where shanks have been heated to straighten, the coupler body shall be heat treated in accordance with 6. Couplers with shanks bent in excess of one inch per foot in any direction out of line with the front face of the head, or which have developed cracks as a result of bending or straightening, shall not be reconditioned. After completion of the straightening operation, the alignment of the shank should be checked using gage No. 34105, Fig. 4.

4.1.1.3
Aligning Wing Pocket Distorted -Couplers with distorted aligning wing pockets may be restored to normal by locally heating the distorted area and straightening under a press, or by other suitable means. The amount of heat necessary may vary according to the degree of distortion, but in most cases temperatures of 1,500 to 1,600F will be required. Care should be exercised to confine the heat a s much a s possible to the pocket proper in order to prevent distortion of the coupler head during the straightening operation. The coupler body is then to be heat treated in accordance with 6. Gage No. 34101-1, shown in Fig. 2 and gage No. 34101-2, shown in Fig. 3, should be used during the straightening o p eration. The completed work shall then be checked and must meet the requirements of gage No. 34102, shown in Fig. 12. Aligning Wing Pocket Cracked - Couplers with cracks in the aligning wing pocket may be reconditioned by welding, in accordance with 5.0, provided such crack or cracks do not extend into the coupler head proper. Couplers having cracks in the aligning wing pocket extending into the coupler head proper or with the aligning wing pocket broken off, shall not be conditioned.
4.1.1.4
4.1.1.5
Guard Arm Distortion and Cracks- Couplers with cracks in the guard arm may be reconditioned by welding, in accordance with 5.0, provided such crack or cracks do not extend into the coupler head proper. Couplers having cracks in the guard arm extending into the coupler head proper or with the guard arm broken off, shall not be reconditioned. Couplers having guard arm distorted may be restored to normal, either in a press or under light blows of a power hammer. A suggested set-up for performing this operation is illustrated in Fig. 13. In preparation for straightening, the outside of the guard arm in the zone approximating the center should first be heated to approximately 1,500 to 1,600F. The straightening force should be applied to the forward portion of the guard arm through a heavy steel plate formed to the outer contour of the guard arm in this vicinity to distribute the load and avoid possible indentation. Extreme care must be exercised to avoid distortion of the coupler head during the straightening operation. Gage No. 341013A, Fig. 11, should be used during the straightening operation to determine when restoration is completed. In some cases, vertical distortion of the guard arm has occurred, presumably caused by severe impact on the outer end. This results in increasing the distance between the top and bottom vertical interlocking faces on the guard arm and thus, prevents coupling with another Tightlock coupler. This condition can be corrected by pressing after heating to 1,500 to 1,600F. Gage No. 34101-4, shown in Fig. 14, is provided for use to.detect such distortion during the pressing operation. An examination shall be made after straightening to make certain that no cracks have developed a s a result of this operation. The coupler body is then t o be heat treated in accordance with 6.0. After heat-treatment, a final check of the coupler should be made using gage No. 34102, Fig. 12.
4.1.1.6
Wear on Aligning Surfaces - Coupler aligning wing pockets and guard arms with worn aligning surface may be reconditioned by welding. Gage No. 40097, shown on Fig. 10 shall be used during build-up of weld and after being ground smooth, the completed work shall meet the gage requirements. Care shall be taken to blend the built-up area into the existing sloping surface of the guard arm nose, which shall be maintained. The vicinity of the welded area shall then be stress relieved by heating locally to a temperature between 750 and 930F and allowed to cool slowly in still air. All reconditioned Tightlock couplers should have the locks seated not more than y8 in. above the knuckle tail shelf, but preferably, on the shelf. A-111-304 4-1-84
4.1.1.7
Association of American Railroads Manual of Standards and Recommended Practices 4.1.1.8 All couplers reconditioned must be identified by stamped markings in accordance with Figure 5. 4.2 4.3 Yokes -Yokes must not be reconditioned except for replacement of bushings. Coupler and Yoke Bushings -When bushings are loose or worn excessively, they will be replaced. Replace bushings that are loose or worn more than halfway through their wall sections. 4.3.2 Replacement Bushings (Dimensional data under development.) 5.0 6.0 7.0 7.1 Part must be evaluated in accordance with procedure in Section 2.0 of this specification. 7.2 Part or assembly must not be painted after reconditioning. 7.3 Lubricants must not be applied to the coupler head or its fittings. 7.4 Part or assembly must be free of cracks, fractures, sections broken out and service notches. 7.5 Surface upset must be ground and blended to the surrounding surfaces. This ground area must be free of cracks. 7.6 Process procedure must be in accordance with 4.0 including the specified hardness requirements in Section 5.2.5 of AAR Specification M-212. The part or assembly classified a s reconditioned must have, by the required methods, id,entification of the railroad facility and its location doing the reconditioning. 7.8 Reconditioned parts must meet all of inspection and maintenance requirements of Specification M-206B. 8.0 STORAGE -See Section 4.11, AAR Specification M-206. WELDING -See Appendix E, AAR Specification M-212. HEAT TREATMENT
4.3.1
-See Appendix E, AAR Specification M-212.
RECONDITIONED ACCEPTANCE REQUIREMENTS
-m
Association of American Railroads Manual of Standards and Recommended Practices A.A.R. TIGHTLOCK COUPLER RECONDITIONING PRACTICES
I
WEAR PLATE APPLIED B Y
INTERMITTENT WELDING A L O N G LONGITUDINAL E D G E S ONLY.
NO WELDING P E R M I T T E D ACROSS SHANK AT E I T H E R END
FIG. 1
O F PLATE.
,-GAGE
APPLIED TOP
MUST PASS M A X . CLEARANCE/
MUST
SEAT
ALIGNING WING RECONTXTTONING ALIGNING WING RECONDITIONING GAGE GAGE NO. 34101-1 NO. 34101-2 FIG. 2 FIG. 3 A-111-306
M.206A
FRONT FACE
CENTER OF PIVOT
MUST SEAT
P AND BOfTOfd
MUST SEAT
-.---.-
SHANK DISTORTION RECONDITIONING GAGE NO. 34105 FIG. 4
(RAILROAD)
(DATE
(MONTH
YEAR)
MARKING FIG. 5
M-206~
Association of American Railroads Manual of Standards and Recommended Practices A.A.R. TIGHTLOCK COUPLER MAINTENANCE GAGES
GAGE MUST PASS THROUGH CONTOUR WlTH KNUCKLE FULLY CLOSED AND
LOCKED.
CONTOUR MAINTENANCE GAGE N Q 31000 FIG. 6
GAGE APPLIED BOTTOM
ALIGNING WtNG LlMlT GAGE NQ 3 2 6 0 0 FIG. 7

POINT "D" MUST NOT TOUCH OR CLEAR MORE THAN 1/4" WlTH A, 8.8 C SEATED.
rn
CONTOUR CONDEMNING LIMIT GAGE NQ 34100-1 FIG. 8
KNUCKLE NOSE WEAR AND STRETCH LlMlT GAGE NQ 34100-2A FIG. 9

NOTE : FORMER DESIGN GAGE NO. 3 4 1 0 0 - 2 MAY BE USED WITH CARE.
Association of American Railroads Manual of Standards and Recommended Practices A.A.R. TIGHTLOCK COUPLER RECONDITIONING GAGE
MUST PASS MAX. C L E A R i/lG"&-
7'ki
USE STD. K N U C K L E PIN C - I 0
iMUsT
IEAT
M U S T C O N T A C T AT O N E E N D NOT M O R E THAN 1/16" C L E A R A N C E
OPPOSITE
END
ALIGNING SURFACES
RECONDiTlONlNG GAGE
NO. 4 0 0 9 7
FIG.
lo
SEAT
'IN NO.
MUS
MAX. CLEARANCE
POAGE PIN N0.34102-1
GUARD ARM RECONDlTlONlNG GAGE N0.34101-34 FIG. ! I
ALIGNING WING AND GUARD ARM RECONDITIONING GAGE NO. 34102 FIG. 1 2
BLOW OR ,FORCE
FORMED PLATE
FILLER BLOCK TO R E L I E V E PRESSURE AT TAIL OF KNUCKLE AND PREVENT DISTORT ION OF KNUCKLE HEAD
DUMMY
KNUCKLE
WELD ON KNUCKLE
SUPPORT BLOCK
SUGGESTED SET-UP FOR STRAIGHTENING GUARD ARM FIG 13
RECONO l T l O N l N G
PRACTICES
M U S T PASS
MUST PASS
FRONT ELEVATION GUARD ARM
ELEVATION - KNUCKLE S I D E
VERTICAL HEIGHT ALIGNING WING POCKET AND GUARD ARM GAGE NO. 34101-4 FIG. 14
Association of American Railroads Mechanical Division Manual of Standards and Recommended Practices INSPECTION AND MAINTENANCE H TIGHTLOCK COUPLERS, COUPLER PARTS, COUPLER OPERATING MECHANISMS, YOKES, RADIAL CONNECTIONS AND ATTACHMENTS ON PASSENGER EQUIPMENT CARS Specification M-206B-80 Adopted : 1980, Effective: January 1, 1981 1.0 SCOPE The purpose of these specifications is to assist inspection and maintenance forces to detect and correct improper conditions involving the complete coupler, coupler parts, coupler operating mechanism, yoke, radial connection and attachments. In the case of proprietary couplers, the coupler manufacturer should be consulted for proper maintenance procedures. Where secondhand couplers are involved or reconditioning procedures are required, AAR Specification M-206A should be followed. 2.0 GENERAL 2.1
Tightlock couplers must be maintained in a level position on the coupler carrier to insure satisfactory coupling. A simple check for levelness of the coupler may be made by suspending a weighted string against the machined front face of the coupler head when the car is on reasonably level track.
2.2
Steam and train lines and supports, or other attachments, must not interfere during train operations with the coupler, coupler operating parts or coupler operating mechanism.
2.3
Excessive slack in the draft attachments should be reduced or eliminated. The amount of free slack can be determined by first sledging the coupler back solid and then measuring the clearance between the coupler horn and the striker face. Next, by inserting a long bar between the coupler horn and striker face, pry the coupler out a s far a s possible and again measure the space between the horn and the striker face. The difference between these two measurements is the amount of free slack in the draft arrangement. The maximum free slack permitted is 1/2 inch.
2.4
A visual inspection should be made of the yoke and radial connection as well a s the carrier plates and fasteners attaching the carrier plates. The shank pin retaining key and cotter key should be inspected and replaced if worn more than 25 percent. This inspection is mandatory of excessive free slack is found in 2.3. Any cracked or broken part uncovered by this inspection must be replaced.
2.5 Drawgear Component Inspection 2.5.1

Tightlock coupler and draft gear system, Figure 2. An AAR C-Y65-HT yoke and a twin unit draft gear are shown for purposes of illustration. Additional yokes are identified in AAR Specification M-205, Coupler Yokes and Figure 2A.
2.5.2
AAR tightlock coupler No. 6 operating mechanism, Figure 3. The double operating mechanism is shown in Figure 3A.
2.5.3
An exploded view of the Type H tightlock coupler is shown in Figure 4.
Association of American Railroads Manual of Standards and Recommended Practices 3.0 OPERATION
3 . 1
The operating rod conditions specified in Figure 3 must be maintained. It i s important t h a t t h e requirements for the shape of t h e rod and t h e bracket location be provided and maintained. A s illustrated in Figure 3, i t is important to maintain rod eye clearance (Dimension A) when the coupler is centered on the carrier and fully locked.
3.2
The coupler operating mechanism must open t h e knuckle when t h e handle is raised to the top position.
3.3
The lock must drop freely to the locked position when t h e knuckle is fully closed. The coupler is fully locked when the telltale recess in the lock hole shroud is clear and unobstructed a s shown in Figure 1.
3.4
Anticreep protection must be assured in accordance with procedures illustrated in Figure 5.
4.0 CONTOUR INSPECTION

4.1
Couplers and/or knuckles not meeting the gaging requirements of this Section shall be removed from service.
4.2
Correctness of countour must be checked with gage No. 31000 a s shown in Figure 6. If the gage does not pass, parts may be replaced or locks modified in accordance with 5.5.1 to allow passage of the gage.
4.3
Distortion of the aligning wing pocket and guard arm must be checked by using aligning wing limit gage No. 32600 a s shown in Figure 7 and vertical height aligning wing pocket and guard arm gage No. 34101-4 a s shown in Figure 10.
4.4
Wear of the aliigning wing pocket and guard arm must be checked with t h e vertical height condemning limit aligning wing pocket and guard arm gage No. 44250-5 a s shown in Figure 11.
4.5 Contour Slack 4.5.1

Free is mated the wear has been slack in the contour of a tightlock coupler develops very slowly in service when i t with another tightlock coupler, but when coupled with non-tightlock couplers rate is somewhat accelerated. A value for the-limit of contour slack due to wear set a t 3/8" a s checked with gage No. 34100-1, Figure 8.
4.5.2
When the coupler contour exceeds the limit of gage No. 34100-1, the knuckle should be removed and replaced with a new knuckle. If this substitution does not bring t h e coupler within the limits of gage No, 34100-1, then the lock may be replaced with a new lock. If the contour is still not within the limits of gage No. 34100-1, the coupler body should be replaced.
4.5.3
Any knuckle removed per 4.5.2 shall be checked with the nose wear and stretch limit gage No. 34100-2A a s shown in Figure 9. If the limits of this gage are reached, indicating wear and/or stretch of %'' or more, t h e knuckle shall be scrapped.
Association of American Railroads Manual of Standards and Recommended Practices 5.0 COUPLER BODY AND PARTS 5.1
Coupler body and parts, yokes, and connections, cracked, broken and/or with portions thereof missing, shall be replaced.
5.2
On coupler requiring shank wear plate, the wear plate shall be replaced if it is worn more than 3/,6" deep or is missing or loose. Coupler not requiring shank wear plate shall be replaced if the shank is worn more than 3/8" deep. Shank wear plates shall be repaired or replaced only in accordance with AAR Specification M-206A, with coupler removed from car.
5.3
Coupler shall be replaced when shank is obviously bent out of alignment with coupler head, including rippling of walls.
5.4
Coupler Body Pin Protectors and Pivot Lugs
5.4 Coupler Body Pin Protector and Pivot Lugs 5.4.1

On passenger service equipment, a coupler with a crack in the pin protector boss or pivot lug shall be removed from service.
5.4.2
Coupler with portion of pin protector boss broken off shall be removed from service.
5.5 Locks 5.5.1

The lock shall be seated not more than 1/8" above the knuckle tail shelf, but should be preferably seated on the shelf. When adjustment is necessary, metal should be removed from the guard arm (non-tapered) side of the lock by grinding or preferably by machining. The amount of metal to be removed is one-eighth the distance the lock is to be lowered. For example, if the lock is 1/8" above the shelf and it is to be seated on the shelf the or $/64''. amount of metal to be removed from the lock face is one-eighth of
v8"
5.5.2
In the event a lock becomes stuck, it should be released by tapping upward on the bottom of the lock leg through the lock hole shroud. No hammering should ever be done on any part of the locklift assembly as this may cause distortion and result in faulty operation of the coupler. Sticking locks can be relieved by reducing the thickness of the lock a s described in Section 5.5.1.
6.0 CLEANING AND LUBRICATION 6.1

Tightlock couplers should be cleaned frequently to insure satisfactory operation. Dirt or other foreign matter should be removed with a dry air blast, or other means.
6.2
The inside of the coupler head, the coupler operating parts, and the machined surfaces of the coupler contour shall be kept free from any lubricant or paint.
7.0 MAINTENANCE GAGES The various maintenance gages referred to in these specifications may be purchased from the Standard Coupler Manufacturers.
M-2066
FIG. 1
M-206~
FIG. 2
A-111-317
NOTCH AND E L E C T R I C WELD

4
NOTCH AND ELECTRIC WELD
/I
RADIAL CONNECTION SEAT C A T . NO. Y 26 - HT A.A.R. SPEC. M - 2 0 6 RADIAL CONNECTION C A T . NO. Y 2 5 A - H T A.A.R. SPEC. M - 2 0 6
c,Z:L+
1 6
I
Y O K E - C A T . NO. G - Y S O - H T FOR USE WlTH STANDARD POCKET FOR CONVENTIONAL DRAFT GEAR APPLICATION AA.R. SPEC M - 2 0 6 . M-207, M - 2 0 5 DESIGN TESTS MATERIAL: HlGH TENSILE S T E E L
NOTCH AND E L E C T R I C WELD
COUPLER SHANK PIN C A T . NO. Y I0 A.A.R. SPEC. M - 2 0 6
YOKE P I N CAT. NO. Y 13 A A.R. SPEC. M - 2 0 6
COUPLER SHANK PIN RETAINING KEY C A T . N O . Y I IB FORGED STEEl
YOKE PIN BUSHING C A T . N O . 870 A.A R. SPEC. M - 2 0 6
R A D I A L CONNECTION YOKE PIN BUSHING CAT. NO. 871 A.A.R SPEC. M - 2 0 6
A-A
RADIAL CONNECTION COUPLER P I N BUSHING C A T NO. E l 5 A.A.R SPEC M - 2 0 6
Y O K E - C A T NO C-Y65-HT FOR USE W l T H STANDARD POCKET FOR TWIN DRAFT GEAR APPLICATION A.AR SPEC. M - 2 0 6 , M - 2 0 7 , M - 2 0 5 DESIGN T E S T S MATERIAL : HlGH TENSILE STEEL
M-206~
A.A.R. TIGHTLOCK COUPLER
-NO. 6 OPERATING MECHANISM
--- -.
---
vLOC3;^:6LR 4 4 tI ENLARGED VIEW O F LOCKLIFT LEVER AN0 OPERATING ROO EYE row u r w c r n UIPOR?U(T- r w c n e "urr r e f TO cur rue^ AT rm c ~ o r r r r
O W R A T I * ~ moo r t O A I LOCILIVT LLVCR IOCLOI I M G COW31 TIOWS' COUPLER K M L I C I C E W C L Y CLOSCO A n 0 LMIIO.
' p i
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AT .A-
urotn
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L C O W L E I CCMTERLO I N T M 1 C A R R I L R
S . A L L S L A U 1M ROO) AT.1' AUO'C' T & L i * U P OT W L L I Y C P O I W A R 0 0* M - I 7 C D * * C C T O R LT.0:
S Y 4 C m t t o m s A ~ L T TO o ~ t l ~ t t n ROO a 0 1 n t a n T SIOC m m t l U 1 t D
FIG. 3
M-206~
FIG. 4
A-111-321
M-206s

TIGHTLOCK COUPLERS PROCEDURE TO DETERMINE AMOUNT OF ANTICREEP PROTECTION Recommended Practice Adopted, 1956
M-2066
CWTCUR W A l i 4 T E h A K E GAGE N O 31000 - ---
KHUCULF: NOSE W E A R AN0 S T s E Y C n LIUIT G A G E KP 3 4 1 0 0 - 2 A

F O I * C I o % t a n B A Y NO. 1 4 1 0 6 - 2
Fi . 9
FIGS. 6, 7, 8, 9
M-206~
mat n c s
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evrm
PRY
CLCVP m e - u m a c a:-
~OCXCT
IIW
HEIGm K G N l k G
WIMB
POCKET O G l l A R 3 ARM GAGE
Fig. 10
VERTICAL HEIGHT CONDEMNINO L I M I T &.IONIKO WIN0 POCKET AND GUARD ARM GAGE
FIGS. 18, 11
Association of American Railroads Manual of Standards and Recommended Practices H TIGHTLOCK COUPLER ROTARY OPERATING FOR PASSENGER CARS AND LOCOMOTIVES Alternate Standard Adopted, 1937; Revised, 1939. Tentative Standard Adopted, 1944. Advanced to Standard, 1946; Revised, 1949,1960,1966. Standard S-166-80 Adopted, 1980
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Association of American Railroads Manual of Standards and Recommended Practices H TIGHTLOCK COUPLER CONTOUR ROTARY OPERATING FOR PASSENGER CARS AND LOCOMOTIVES Alternate Standard Adopted 1937 Tentative Standard Adopted 1944 Advanced to Standard 1946 Corrected 1951 Standard Adopted, 1946
Association of American Railroads Manual of Standards and Recommended Practices "H" TIGHTLOCK COUPLER YOKES, RADIAL CONNECTIONS AND FITTINGS, FOR PASSENGER EQUIPMENT CARS Standard Alternate Standard Adopted, 1937; Revised, 1939. Alternate Standard Adopted, 1944. Revised and Advanced to Standard, 1946. Revised, 1960,1969
S-022
Association of American Railroads Manual of Standards and Recommended Practices STANDARD H TIGHTLOCK COUPLER OPERATING MECHANISM TYPE NO. 6 Standard Recommended Practice Adopted, 1939; Tentative Standard Adopted, 1944; Advanced to Standard, 1946; Corrected, 1967
Association of American Railroads Manual of Standards and Recommended Practices Appendix of AAR Circular Letters
Circular letters forwarded between revisions of this section which affect Specifications, Standards, or Recommended Practices should be inserted here until the affected portion has been revised.

Association of American Railroads

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Association of American Railroads

OPERATIONS AND MAINTENANCE DEPARTMENT

RECOMMENDED PRACTICES SECTION A, PART I11

PASSENGER CAR REQUIREMENTS

ISSUE OF 1 9 8 0 REVISED 1 9 8 3 REVISED 1984

The Association of American Railroads

Washington, D.C. 20036

Passenger Car Requirements (010 Series)

Car Construction - Fundamentals and Details (200 and 2,000 Series)

Trucks and Truck Details (300 and 3,000 Series)

Locomotive and Electrical Equipment (500 and 5,000 Series)

2.0 STANDARD 2.1

3.0 ALTERNATE STANDARD 3.1

4.0 FORMER STANDARD 4.1

5.0 OBSOLETE STANDARD 5.1

Association of American Railroads Manual of Standards and Recommended Practices

6.0 APPROVAL WITHDRAWN 6.1

THIS PAGE LEFT BLANK INTENTIONALLY

Standard Recommended Practice Specification

Present Location (Page)

E-112 E-123 EM-1 EM-1 EM-1 D-80 D-80

5039-4 Sup. 3 E-111 C-95 E-126 C-84A C-84C New E-114

C-87 B-355 B-355 B-325 B-343 B-343

A-111-59 A-111-313 A-111-313 A-111-283 A-111-301 A-111-301 A-IIIPreface

EM-1 EM-1 C-84A C-111

A-111-120 A-111-120 A-111-10 A-111-12 A-IIIPreface

Filters-Panels Air Impinge. Passenger Car

Present Location (Page)

Present Location (Page)

B-325 B-343 B-355

RP-034 RP-035 RP-036 RP-037 RP-039 RP-040

Association of American Railroads Manual of Standards and Recommended Practices

Standard Recommended Practice Specification S-010

Present Location (Page) A-IIIPreface

S-042 S-043 S-044 S-045 S-046

Present Location (Page)

Association of American Railroads Manual of Standards and Recommended Practices

THIS PAGE LEFT BLANK INTENTIONALLY

TABLE OF CONTENTS SECTION A PART I11

for axle generator

rigging for type E passenger RP-014 S-018 S-023 S-024

Construction-Passenger Coach Seats-Dimensions passenger cars Electrical-Passenger

Car Water Cooler

Association of American Railroads Manual of Standards and Recommended Practices

THIS PAGE LEFT BLANK INTENTIONALLY

(Former Sect~on C) S-034

Adopted, 1939; Advanced to Standard, 1945; Revised, 1967, 1969 PREFACE

BASIC FUNDAMENTALS, NEW SPECIFICATIONS

Association of American Railroads Manual of Standards and Recommended Practices

SECTION 1-SCOPE Application

eccentricity (inches) x 400,000 lbs. Section modulus

Association of American Railroads Manual of Standards and Recommended Practices

SECTION 10-FLOOR BEAMS

FRAME OR TRUSS FRAMING MEMBERS

POSTS AND BRACES

Association of American Railroads Manual of Standards and Recommended Practices

Other than Unit Construction

Side Sills and Framing Members

(Llr)' pounds per square inch

pounds per square inch

flat width at right angle to direction of stress, inches. thickness, inches.

Association of American Railroads Manual of Standards and Recommended Practices

(Former Sect~on C) s-035