Manifest Appendices
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Cooperative Research in Tank Car Safety Design
00_TRN_286_TRN_286 7/11/13 5:04 PM Page 12 Testing of tank car thermal protection at the Transportation Technology Center near Pueblo, Colorado, in the early 1970s helped quantify the rate of heat transfer into a tank under intense fire conditions. Railroads and Research Sharing Track Cooperative Research in Tank Car Safety Design How Science and Engineering Are Reducing the Risk of Rail Transport of Hazardous Materials CHRISTOPHER P. L. BARKAN, M. RAPIK SAAT, FRANCISCO GONZÁLEZ, III, AND TODD T. TREICHEL ailroad tank car safety in North America has improved continuously through Barkan is Professor, Department of Civil and cooperative testing, research, and standards development by industry and Environmental Engineering, and Executive government. Although much of this progress has been evolutionary, in recent Director, Rail Transportation and Engineering R decades more revolutionary approaches have taken hold. Center, University of Illinois at Urbana– The railroad, tank car, and petrochemical industries have worked together with Champaign. Saat is Research Assistant the government to develop and improve safety design standards for tank cars since Professor, University of Illinois at Urbana– the early 20th century (1). In 1903, the Master Car Builders’ Association formed the Champaign. González is Hazardous Materials Committee on Tank Cars, composed of the mechanical officers from several railroads and Tank Car Project Manager, Office of and a representative from Union Tank Line, then the major tank car owner. The com- Research and Development, Federal Railroad mittee recommended practices that were soon established as industry standards for Administration, Washington, D.C. Treichel is the construction and repair of tank cars. Director, Railway Supply Institute–Association The American Railway Association and its successor, the Association of American of American Railroads Railroad Tank Car Safety TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE Railroads (AAR), later adopted the standards. -
WU Editorials & Model Stop
volume one, number two a supplement to walthers ho, n&z and big trains reference books CLASSICS Model Power Acquires Mantua Model Power is pleased to announce its acquisition of Mantua Industries. A respected manufacturer of locomotives and rolling stock for model railroaders since 1926, Mantua is headquartered in Woodbury, New Jersey. Together these manufacturers have a total of over 110 years of experience and service to the model railroad industry. Model Power has purchased all HO tooling, molds, parts and dies from Mantua Industries and retains rights to the name “Mantua.” Model Power will also be forming a new division called Mantua Classics whose initial production plans for 2003 include the following locomotives: Pacific, Berkshire, 2-6-6-2, 2-6-6-0, Camelback and 0-6-0 Tank. The overall goal will be to produce quality products, fine-tune performance, enhance detail and dramatically cut the prices of steam locomotives. For modelers concerned about what this acquisition means in terms of products and customer service, here are steps now being taken by Model Power: 1. Most parts are or will be in stock 2. Metal boiler locomotives will be made with extra details not previously included 3. Steam locomotives will be DCC compatible with an 8-prong receiver 4. Tenders will be made with electrical pickup 5. Drive trains for F7s will be flywheel driven and carry the high-tech F7 metal body used in Model Power’s MetalTrain™ Model Power is proud to offer its customers more—more details, more quality and performance, more choices— with Mantua Classics. -
Economics of Improved TOFC/COFC Systems Robert H
6 basis. On a "maximum" cost basis, however, the ser high-rate service. At profitable rates, the Philadelphia vice is unprofitable at all rate levels. Cleveland and Chicago-Houston services would carry only 13 and 21 trailers a day, respectively. This dif Chicago-Houston City Pair fers from the more conventional concept of a TOFC shuttle train service, such as the "Slingshot," which The long distance between Chicago and Houston dis emphasizes low rates and high volume. It would be tinguishes this city pair from the other two. Al interesting to repeat this analysis assuming a lower though both rail and truck service tends to be fairly cost, but slower, less reliable service. It is possible good, a reliable TOFC shuttle train service is believed that such a service might prove more profitable than to offer some improvement in service over both. De the premium service hypothesized here. spite its long distance, the traffic between this pair of These models have allowed us to understand the cities is fairly heavy-roughly the same as between consequences of the multitude of individual firm deci Philadelphia and Cleveland. One might speculate that sions that will determine the market for a service. As the economies of rail line-haul operation would make such, they represent a considerable advance over other a TOFC shuttle train a profitable undertaking between methods, such as aggregate econometric models, which this pair of cities. require gross assumptions about the relationship of Figure 4 presents the comparison of revenues and transportation demand to the economy of a region. costs at various rate levels for the Chicago-Houston Better industry data, production-type demand models, TOFC shuttle train service. -
Chapter 14 Yards and Terminals1
CHAPTER 14 YARDS AND TERMINALS1 FOREWORD This chapter deals with the engineering and economic problems of location, design, construction and operation of yards and terminals used in railway service. Such problems are substantially the same whether railway's ownership and use is to be individual or joint. The location and arrangement of the yard or terminal as a whole should permit the most convenient and economical access to it of the tributary lines of railway, and the location, design and capacity of the several facilities or components within said yard or terminal should be such as to handle the tributary traffic expeditiously and economically and to serve the public and customer conveniently. In the design of new yards and terminals, the retention of existing railway routes and facilities may seem desirable from the standpoint of initial expenditure or first cost, but may prove to be extravagant from the standpoint of operating costs and efficiency. A true economic balance should be achieved, keeping in mind possible future trends and changes in traffic criteria, as to volume, intensity, direction and character. Although this chapter contemplates the establishment of entirely new facilities, the recommendations therein will apply equally in the rearrangement, modernization, enlargement or consolidation of existing yards and terminals and related facilities. Part 1, Generalities through Part 4, Specialized Freight Terminals include specific and detailed recommendations relative to the handling of freight, regardless of the type of commodity or merchandise, at the originating, intermediate and destination points. Part 5, Locomotive Facilities and Part 6, Passenger Facilities relate to locomotive and passenger facilities, respectively. -
Investing in Mobility
Investing in Mobility FREIGHT TRANSPORT IN THE HUDSON REGION THE EAST OF HUDSON RAIL FREIGHT OPERATIONS TASK FORCE Investing in Mobility FREIGHT TRANSPORT IN THE HUDSON REGION Environmental Defense and the East of Hudson Rail Freight Operations Task Force On the cover Left:Trucks exacerbate crippling congestion on the Cross-Bronx Expressway (photo by Adam Gitlin). Top right: A CSX Q116-23 intermodal train hauls double-stack containers in western New York. (photo by J. Henry Priebe Jr.). Bottom right: A New York Cross Harbor Railroad “piggypacker” transfers a low-profile container from rail to a trailer (photo by Adam Gitlin). Environmental Defense is dedicated to protecting the environmental rights of all people, including the right to clean air, clean water, healthy food and flourishing ecosystems. Guided by science, we work to create practical solutions that win lasting political, economic and social support because they are nonpartisan, cost-effective and fair. The East of Hudson Rail Freight Operations Task Force is committed to the restoration of price- and service-competitive freight rail service in the areas of the New York metropolitan region east of the Hudson River. The Task Force seeks to accomplish this objective through bringing together elected officials, carriers and public agencies at regularly scheduled meetings where any issue that hinders or can assist in the restoration of competitive rail service is discussed openly. It is expected that all participants will work toward the common goal of restoring competitive rail freight service East of the Hudson. ©2004 Environmental Defense Printed on 100% (50% post-consumer) recycled paper, 100% chlorine free. -
The Last Car Is Changing
"In the gaudy lexicon of railroad jargon, it has more names than any other property in the economy of the high iron, even more than there are for engines and engine drivers. It is a caboose, the last crummy, way car, van, cage, doghouse, drone house, bouncer, • bedhouse, buggy, chariot, shelter house, glory wagon, go-car, hack, hut, monkey wagon, pavilion, palace, parlor, brainbox, zoo, oar1s diner, kitchen, perambulator, cabin car and shanty. There are probably others in a variety only bounded by the limitations of human imagining and the vocabulary of profane and ohanging uninhibited men." -A Treasury of Railroad Folklore Early version of the caboose. 14 UNION PACIFIC INFO a natural part of every railroad. lookout nest on top lives on in the memories of old-timers who can THEN ... Still, there was a time when the still hear it hustling along far behind No one knows for sure when the conductor parked himself wherever the huffing and puffing steam loco "caboose" came into existence. he could ride in the early days. motives of yesteryear. The word dates to the time when it Maybe it was in a boxcar, or lying described either a ship's galley or prone on a flatcar or in the engine ... NOW... the galley's iron cookstoves. One or wherever he could hang on for Today the caboose is still a familiar dictionary says it was derived from awhile. sight on most railroads, although the Dutch work "kabuis" that de But the conductor, being are some no longer use it on every freight veloped from the Middle Low sourceful soul who played an essen train. -
Appendix I – Container/Equipment Description Codes
Customs Automated Manifest Interface Requirements – Ocean ACE M1 Appendix I Container/Equipment Description Codes This appendix provides a complete listing of valid container/equipment description codes. Code Description 00 Openings at one end or both ends. 01 Opening(s) at one or both ends plus "full" opening(s) on one or both sides. 02 Opening(s) at one or both ends plus "partial" opening(s) on one or both sides. 03 Opening(s) at one or both ends plus opening roof. 04 Opening(s) at one or both ends plus opening roof, plus opening(s) at one or both sides. 05 (Spare) 06 (Spare) 07 (Spare) 08 (Spare) 09 (Spare) 10 Passive vents at upper part of cargo space - Total vent cross-section area < 25 cm2/m of nominal container length. 11 Passive vents at upper part of cargo space - Total vent cross-section area > 25cm2/m of nominal container length. 12 (Spare) 13 Non-mechanical system, vents at lower and upper parts of cargo space. 14 (Spare) 15 Mechanical ventilation system, located internally. 16 (Spare) 17 Mechanical ventilation system, located externally. 18 (Spare) 19 (Spare) 21 Insulated - containers shall have insulation "K" values of Kmax < 0.7 W/(m2.oC). 22 Heated - containers shall have insulation "K" values of Kmax < 0.4 W/(m2.oC). Containers shall be required to maintain the internal temperatures given in ISO 1496/2. Series 1 freight containers – specification and testing - part 2: Thermal containers. 23 (Spare). 24 (Spare). 25 (Spare) Livestock carrier. CAMIR V1.4 November 2010 Appendix I I-1 Customs Automated Manifest Interface Requirements – Ocean ACE M1 Code Description 26 (Spare) Automobile carrier. -
Guidance for Transporting Ammonia by Rail 2007 Guidance for Transporting Ammonia by Rail
GUIDANCE FOR TRANSPORTING AMMONIA BY RAIL 2007 GUIDANCE FOR TRANSPORTING AMMONIA BY RAIL SECOND EDITION (First Edition 2005) Copyright 2007 EFMA EFMA European Fertilizer Manufacturers Association Avenue E. van Nieuwenhuyse 4 B-1160 Brussels Belgium CONTENTS 1. INTRODUCTION 6 2. PROPERTIES AND CLASSIFICATION OF AMMONIA 2.1 General Characteristics 6 2.2 Physical Properties of Ammonia 7 2.3 Chemical Properties of Ammonia 8 2.4 Health Hazards of Ammonia 8 2.5 Fire Hazard 10 2.6 Stress Corrosion Cracking 10 2.7 Classification and Proper Shipping Names 11 3. DESIGN AND CONSTRUCTION OF RAILWAY TANK CARS (RTCS) 3.1 Application and Regulations 13 3.2 Design of RTCs 14 3.3 Materials of Construction 15 3.4 RTC Valves, Fittings and Couplings 16 3.4.1 Valves and Fittings 16 3.4.2 Couplings 20 3.5 Initial Testing of RTCs 21 4. DANGEROUS GOODS MARKING AND LABELLING 4.1 Dangerous Goods Identification 23 4.2 Warning Plates 25 4.3 Substance Name and Maximum Load Identification 25 5. RECOMMENDATIONS FOR CONTRACTING AND MAINTENANCE OF RTCS 5.1 Contracting RTCs 28 5.2 Maintenance Responsibilities 28 5.3 Periodic Testing 29 5.4 Purging with Nitrogen 29 2 6. PERSONAL PROTECTIVE CLOTHING AND SAFETY EQUIPMENT 30 7. LOADING AND UNLOADING OPERATIONS 7.1 Requirements for Loading and Unloading 31 7.1.1 Recommendations for the Loading/Unloading Area 31 7.1.2 Equipment for the Loading/Unloading Station 33 7.1.3 Loading/Unloading Arm 33 7.1.4 Earthing 35 7.1.5 Emergency Equipment 36 7.2 Operator Training and Safety 37 7.2.1 Operator Training 37 7.2.2 Operating Instructions 37 7.2.3 Operator Safety 38 7.3 Loading Operation 38 7.3.1 Checklists 38 7.3.2 Suitability of the RTC 38 7.3.3 Purging 39 7.3.4 Filling Weight and Overfilling 39 7.3.5 Checks and Actions Before Loading 40 7.3.6 Checks and Actions During Loading 41 7.3.7 Checks and Actions After Loading 41 7.4 Unloading Operation 42 7.4.1 Checks and Actions Before Unloading 42 7.4.2 Checks and Actions During Unloading 42 7.4.3 Checks and Actions After Unloading 42 3 8. -
Railroad Emergency Response Manual
Metropolitan Washington Council of Governments Railroad Emergency Response Manual Approved by the COG Fire Chiefs Committee Metropolitan Washington Council of Governments Second Edition May 2020 MWCOG Railroad Emergency Response Manual 2nd Edition – May 2020 ACKNOWLEDGEMENTS This manual could not have been written without the assistance of many Dedicated rail safety personnel and members of the Metropolitan Washington Council of Governments regional emergency response agencies that have spent many hours providing the material for the creation of this manual. We thank all emergency responders from all jurisdictions, including our federal agency partners that shared their firsthand experiences of recent commuter railroad incidents. Many of their experiences were incorporated into sections of this manual. Many Railroad representatives, private industry and governmental organizations provided their invaluable technical assistance. This committee would like to thank Steve Truchman formerly of the National Railroad Passenger Corporation (Amtrak), Greg Deibler from Virginia Railway Express (VRE), David Ricker from the Maryland Rail Commuter (MARC), Paul Williams of Norfolk Southern Railway Corporation and Mike Hennessey of CSX Transportation, all of whom provided the specific diagrams, illustrations and other technical information regarding railroad equipment. We recognize Elisa Nichols of Kensington Consulting, LLC for her contributions to this manual as well as representatives from many Federal Agencies who also provided information on the technical accounts of railroad equipment and their integrity on past railroad incidents. The members of the Metropolitan Washington Council of Governments (COG) Passenger Rail Safety Subcommittee gratefully presents this manual to both Fire and Rescue Service and Railroad organizations in an effort to instill readiness within our own personnel that they might effectively and collaboratively respond to a railroad incident. -
Railcar Puzzle and Commodity Matching Game
NURail Project ID: NURail2014-UIUC-E09 Guidebook for Railway-themed K-12 STEM Outreach Activities By C. Tyler Dick, Ph.D., P.E. Lecturer and Principal Research Engineer Rail Transportation and Engineering Center (RailTEC) University of Illinois at Urbana-Champaign [email protected] Lee Evans Graduate Research Assistant Rail Transportation and Engineering Center (RailTEC) University of Illinois at Urbana-Champaign [email protected] 23-12-2020 Grant Number: DTRT13-G-UTC52 (Grant 2) Guidebook for Railway‐themed K‐12 STEM Outreach Activities Introduction Welcome to the Guidebook for Railway‐themed K‐12 STEM Outreach Activities! Inside, you will find descriptions of educational activities designed to introduce students to the railroad transportation mode through the lens of STEM (Science, Technology, Engineering, and Mathematics) concepts. Railroads have been a critical part of the global economy since the 1830s. Today, railroads haul more ton‐miles of intercity freight (one ton of freight moved one mile) than any other mode of transportation in the United States. While the railroad industry is the leader in long‐haul freight transportation, recruiting students to leadership roles in the industry is challenging. With many railroad employees approaching retirement age, the need to raise student awareness of railway industry career opportunities has never been greater. The activities in this guidebook cover a wide variety of railroad topics. The activities are intended to be hands‐on to provide students with knowledge through experiential learning that also increases their awareness of railway transportation technology. Although the following chapters provide a step‐by‐step guide to each activity, we encourage you to experiment with modifications to each activity and to create your own activities on other facets of the railroad industry and STEM topics. -
Stifel 2016 Transportation & Logistics Conference
GATX Corporation Stifel 2016 Transportation & Logistics Conference Unless otherwise noted, GATX is the source for data provided NYSE: GMT Forward-Looking Statements Forward-looking statements in this press release that are not historical facts are “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These include statements that reflect our current views with respect to, among other things, future events, financial performance and market conditions. In some cases, forward-looking statements can be identified by the use of words such as “may,” “could,” “expect,” “intend,” “plan,” “seek,” “anticipate,” “believe,” “estimate,” “predict,” “potential,” “continue,” “likely,” “will,” “would,” and variations of these terms and similar expressions, or the negative of these terms or similar expressions. Specific risks and uncertainties include, but are not limited to, (1) the impact of new regulatory requirements for tank cars carrying crude, ethanol, and other flammable liquids; (2) inability to maintain our assets on lease at satisfactory rates; (3) weak economic conditions, financial market volatility, and other factors that may decrease demand for our assets and services; (4) decreased demand for railcars due to sustained low crude oil prices; (5) reduced opportunities to generate asset remarketing income; (6) changes to, or failure to comply with, laws, rules, and regulations applicable to our assets and operations; (7) operational disruption and increased costs associated with compliance maintenance -
Proper Car Placement in Trains
Proper Car Placement in Trains Presented by DuPage Division Midwest Region NMRA . Presented at Badgerland Express Madison, Wisconsin JJam Introduction Some of you may wonder why it is important to know that cars can be placed in the wrong order in a train. And, why does this even matter on a model railroad? On a real railroad improper car placement can cause embarrassing situations such as this .............. (Picture a train wreck.) Proper car placement also insures the general safety of.... The merchandise being transported The safety of the train crews handling the cars and the train The safety of the community thru which these cars may move. Some of these rules can be utilized to make the operation of your models more prototypical. The last reason I can think of for knowing this valuable information is that you can use it to heckle another modeler about his operation. ("Do you know that that tank car is in the wrong place in that train?") How do you know how to properly place cars in a train? There are a whole bunch of rulebooks. charts and other documents that trainmen must be familiar with when switching and operating trains. Every railroad has a "Book of Rules" which is the basis of this information. Superceding the "Book of Rules" is the Time Table and Special Instructions which is specific to a certain portion of the railroad. This is superceded by the System and General Bulletins. The most specific information is found in the Train Messages which are issued with every work order. Here is the hierarchy triangle: SYSTEM AND GENERAL BULLETINS TIME TABLE AND SPECIAL INSTRUCTIONS GENERAL OPERATING RULES (BOOK) lets start with a few general rules to set the stage: Rule A Employees whose duties are governed by these rule must provide themselves with a copy of these rules...