Rob Mcnees Inspiration Truck: Elite Support

Total Page:16

File Type:pdf, Size:1020Kb

Rob Mcnees Inspiration Truck: Elite Support >> Summer/Fall 2015 vol. 5, IssuE 3 Inspiration Truck: Inspiration, Innovation & Efficiency [ PAGE 30 ] Rob McNees Elite Support Award Awards [ PAGE 24 ] [ PAGE 25 ] On August 1, 2015, we will to reach even higher goals. With the recent announcement of the GREETINbe celebrating our 45th GHG Phase ll regulations, it is reassuringGS to know DTNA is clearly anniversary as a family- the leader in the industry, not only meeting the new requirements; owned, customer service but exceeding them and achieving them ahead of schedule for our focused company. I am mutual customers. so thankful, BLESSED and Spec it Right incredibly proud of our 500 Over the past 45 years, it has been an honor and privilege to serve employees, many of whom our locally-based customers as well as our national transient are now 2nd generation and customers who operate in our service lanes. We are excited about some even 3rd generation. what our future together looks like and rest assured that at Truck Centers, we will continue to strive to exceed your expectations each As always, I have been presenting and every time. Specing the right TCI service awards to our many long time (5 through 44 year) employees this year at each of our locations. Each time, it John Hopkins alternator upfront pays reinforces how blessed our company has been with some really great employees who are passionate about what they do and truly care about providing the best quality service and products to our big down the road. loyal customers and often on a 24/7 basis. Our service and passion for repairing our customers' trucks more timely and cost effectively Highest output at low RPM: Manages heavy than any of our competitors remains our number one focus in our electrical loads at low engine RPMs, reducing battery parts, service, mobile repair and body shop departments. charge time We continue to be a national leader in training our own technicians Remote Sense: Drastically reduces battery charge time as well as those of our customers and other DTNA dealers in a world of ever increasing complexity of diagnostics and repairs Brushless durability: 13 fewer moving parts, because of technological advances in today’s equipment. To stay ahead of the tide, we have already started the 18 month process eliminating components that wear out, while extending of certifying 3 new trainers, all who are valued TCI employees, to product life support and then replace Lenny Thole and Steve Brachear who are nearing retirement age after several decades of being the best of Efficiency and power density: Highest combination the best in their field. in its class, providing substantial fuel savings It is hard to believe that one year has already passed since we acquired Freightliner of Evansville. The Evansville group has been Warranty: 3 years/350,000 miles a wonderful addition to our team. We have had the great fortune Available in 240, 275, 300 & 320 Amp of growing internally and through the acquisition of other long term family-run Freightliner dealerships during our 45 years and we look forward to other strategic opportunities as they may present themselves. We are excited about our future expansion opportunities within our Area of Responsibility including in-process activities in Effingham and Foristell (we reacquired the SelecTrucks property that we initially built in the late 1990s) to add more support to customers in various areas of our market. Go to SpecItRight.com Today we have a significant product advantage with our new OE Spec Codes l Try Our Products l Technician Training Freightliner and Western Star trucks with our lowest total cost of ownership in the industry, including the all-important MPG with the integrated Detroit powertrain and, best of all, DTNA continues to invest several hundreds of million dollars each year to keep striving Delco Remy is a registered trademark of General Motors Corporation, licensed to Remy International, Inc. w w w. t r u c k c e n t e r s i n c . c o m >> driveN Summer 2015 1 TCI_Ads_Layout 1 7/10/15 12:26 PM Page 1 >> Summer/Fall 2015 vol. 5, IssuE 3 D ID Y OU KN O W TR UCK CENT ERS, INC. HAS ... 9 FULL-SERV ICE DEALERSHIP S IN TH E S T. LOUI S METRO , ILLINOIS AND SOUTHERN INDIANA NTCIews & Feat TOCures NEW Patent- Pending CRT™ OV ER $1 2M IN INDUSTRY-BEST vents increase News from TCI Profitability in Trucking ST OCK E D PAR TS HOURS OF air-flow to further Patented wear reduce operating 06 Notes from Our General Best Business Practices INVEN TO RY TO OPERATION indicator saves 37 temperatures Managers M INIM IZE YO UR INCLU DIN G time and helps you 24/ 7 IN TROY get maximum life Driver Recruiting DOWNT IME from your drum Special Services 38 Is a Marketing Effort 10 Serving You Better Than Ever Fleet efficiency Industry News & Notes 43 10 Trends to Watch 16 DTNA, FET & More Morton, IL TCI Team Notables Hudson,Morton, IL IL TCI F.I.R.S.T. 46 What Makes the TCI Team Proud Morton,Morton ILIL, IL 20 The Sophomore Class Service awards Gov. RauNeR Visits TCI 52 TCI Team Recognitions Springfield,Springfield, IL IL Springfield,Springfield,Springfield ILIL, IL 21 Starts Southern Tour in Troy Decatur, IL The Latest Inside TCI Decatur,Decatur, IL IL TCI Team accolades 58 What's Happening t. Peters,SSt.t. PPeters, MOeters, MMOO St.St.St. Peters, Peters,Peters, MO MO Going Above and Beyond Troy,T ILTroy,roy, I LIL 24 Troy,Troy, ILIL TCI vendor of the Year A NATIONALLY- Runs 15% cooler Freightliner Inspiration 66 Stemco Recognized by TCI RENOWNED 30 Truck EVANSVILLE, IN TRAININ G CENTER for better braking First Licensed Fully What You Need to Know Mt. Vernon, IL SSt.t. LLouis,ouis, M MOO Mt. Vernon, IL 3 S TATE-OF-THE-ART Automated Truck 68 understanding a Complete St. Louis,St.St. Louis,Louis, MO MOMO St. Louis, MO COLLISION C ENTERS performance Brake Job History of Innovation Mt. Vernon, IL and 34 Freightliner Paves the Way in ask the Technician Trucking 76 The ParkSmart Auxiliary 25% longer life! HVAC System 2 HR EXPRESS A SSESMENT The written and visual contents of this magazine are protected by copyright. You may S ERVICE WITH not reproduce any articles online or in print without first obtaining written permission from Truck Centers, Inc. Please contact Michelle Petroff at [email protected] for ELITE S UPPORT ® more information on the rights holder for the specific piece that you are interested in. CE RTIFICATION Managing Editor: Michelle Petroff | Designer: Fee MCCaskilL www.webbwheel.com Contact your local Webb Wheel Products supplier >> for training that can cut your operating costs! Check out the NEW TruckCentersInc.com Site! ©2015 Webb Wheel Products Inc. WWW.TRUCKCENTERSINC.COM 2 Summer 2015 driveN << w w w. t r u c k c e n t e r s i n c . c o m w w w. t r u c k c e n t e r s i n c . c o m >> driveN Summer 2015 3 CRT ad.indd 1 6/24/15 3:54 PM As the word continues to spread, our customers are calling us more with questions on what products are best suited for their applications. A group from TCI took customers to attend a ride and drive event in kansas City. Over 1 ½ days, we learned a lot about the equipment and customers had the opportunity to ride in trucks with a trained Daimler driving instructor to learn how the seamless integration translates to JUST THE premier fuel economy without sacrificing performance. The new Detroit Assurance Safety System is one of the new Daimler products that has received a lot of buzz. The system offers various safety offerings under one umbrella. Bumper-mounted radar and optional camera equipment on the windshield of the Freightliner Cascadia and FACTs Cascadia Evolution communicates with the truck’s brakes, engine, Let me first thank each and every one of our customers and transmission in real time to detect and track up to 40 objects at for allowing Truck Centers, Inc., to play a role in a distance up to 660 feet, while the Video Radar Decision unit (VRDu) supporting your transportation needs – whether for Sales, refreshes its speed, distance, and time calculations 200 times a second. Parts, Service or Body Shop needs, we appreciate the Active Brake Assist (ABA) is always on to detect objects and signal opportunities that you allow us to assist you. We consider the driver of any warnings and decelerates automatically to lessen it an honor that you continually choose to work with us the severity of collisions that may be otherwise unavoidable. Adaptive and look forward to doing everything we can to keep you Cruise Control (ACC) automatically adjusts your truck’s cruising speed up and running! I would also like to thank our dedicated to maintain safe following distances from other vehicles to extend teams for all their efforts in providing our customers the cruise control sooner. And the Lane Departure Warning (LDW) is an best possible experiences. independent system that is only available in addition to the radar system. LDW uses a camera to track the truck’s position and provide warnings if It is my pleasure to share a few of the most recent points the truck departs the lane. The forward-facing camera is built to detect that I hope will rate us as the take home value for you… reflective paint and road reflectors.
Recommended publications
  • Amtrak SMP 28603 Mechanical Standards for Operating Privately
    Amtrak Equipment Maintenance Department Standard Maintenance Procedure SMP NO.: 28603 ISSUE DATE: January 12, 1982 REVISION DATE: September 13, 2013 TITLE: Mechanical Standard for Operating Privately Owned Cars in Amtrak Trains EQUIPMENT TYPE MAINTENANCE TYPE All Passenger Trains L – Locomotive Locomotives Cars C – Cars All Locomotives All Cars X All Types C All Maintenance – L/C Acela HST Power Car Acela Baggage Daily – L/C AEM-7 Amfleet I Cafe 30 Day – C Cab Car: (Under Cars) Amfleet II Coach Quarterly –L/C Car Movers Auto Carrier Diner Semi-Annual – L/C Commuter Commuter Dinette Annual – L/C F59PHI Freight Lounge 720 Day – L GP38-3 Heritage HEP Sleeper COT&S – C GP15D Horizon Other: Initial Terminal – L/C HHP8 Material Handling Cars Intermediate Terminal – L/C MP15 X Private Cars Modification – L/C Non Powered Control Units Superliner I Overhaul – L/C P32-8 Superliner II Running Repair – L/C P32AC-DM Surfliner Seasonal – C P-40 Talgo Wheels – L/C P-42 Turboliner Facility SW1001 Viewliner Other: SW1200 X Other: Railroad Business Cars SW1500 Turboliner Talgo Other: 1.0 PURPOSE This document describes the Amtrak Mechanical Department requirements for the handling in Amtrak trains of privately owned passenger cars, as well as railroad-owned business cars of freight carriers which have an Amtrak operating agreement. For the purpose of this document, a passenger car is defined as a vehicle meeting Association of American Railroads (AAR) or American Public Transportation Association Standard S-034 for the construction of passenger equipment cars, or similar standard for older cars, for operation in passenger train service, and does not include caboose cars, freight cars, or maintenance of way equipment.
    [Show full text]
  • Appendix 6-B: Chronology of Amtrak Service in Wisconsin
    Appendix 6-B: Chronology of Amtrak Service in Wisconsin May 1971: As part of its inaugural system, Amtrak operates five daily round trips in the Chicago- Milwaukee corridor over the Milwaukee Road main line. Four of these round trips are trains running exclusively between Chicago’s Union Station and Milwaukee’s Station, with an intermediate stop in Glenview, IL. The fifth round trip is the Chicago-Milwaukee segment of Amtrak’s long-distance train to the West Coast via St. Paul, northern North Dakota (e.g. Minot), northern Montana (e.g. Glacier National Park) and Spokane. Amtrak Route Train Name(s) Train Frequency Intermediate Station Stops Serving Wisconsin (Round Trips) Chicago-Milwaukee Unnamed 4 daily Glenview Chicago-Seattle Empire Builder 1 daily Glenview, Milwaukee, Columbus, Portage, Wisconsin Dells, Tomah, La Crosse, Winona, Red Wing, Minneapolis June 1971: Amtrak maintains five daily round trips in the Chicago-Milwaukee corridor and adds tri- weekly service from Chicago to Seattle via St. Paul, southern North Dakota (e.g. Bismark), southern Montana (e.g. Bozeman and Missoula) and Spokane. Amtrak Route Train Name(s) Train Frequency Intermediate Station Stops Serving Wisconsin (Round Trips) Chicago-Milwaukee Unnamed 4 daily Glenview Chicago-Seattle Empire Builder 1 daily Glenview, Milwaukee, Columbus, Portage, Wisconsin Dells, Tomah, La Crosse, Winona, Red Wing, Minneapolis Chicago-Seattle North Coast Tri-weekly Glenview, Milwaukee, Columbus, Portage, Wisconsin Hiawatha Dells, Tomah, La Crosse, Winona, Red Wing, Minneapolis 6B-1 November 1971: Daily round trip service in the Chicago-Milwaukee corridor is increased from five to seven as Amtrak adds service from Milwaukee to St.
    [Show full text]
  • RCED-95-71 Intercity Passenger Rail
    United States General Accounting Office GAO Report to Congressional Committees February 1995 INTERCITY PASSENGER RAIL Financial and Operating Conditions Threaten Amtrak’s Long-Term Viability GAO/RCED-95-71 United States General Accounting Office GAO Washington, D.C. 20548 Resources, Community, and Economic Development Division B-259656 February 6, 1995 Congressional Recipients This report assessing Amtrak’s deteriorating financial and operating conditions was conducted as part of our legislative responsibilities under the Rail Passenger Service Act (P.L. 91-518, 84 Stat. 1327 (1970)). The report addresses the likelihood that Amtrak can overcome its financial and operating problems and presents alternative actions that could be considered by the Congress in deciding on Amtrak’s future mission and on commitments to fund the railroad. On the basis of our review, we are making a recommendation to the Congress and several recommendations to the President of Amtrak. We are sending copies of the report to the Secretary of Transportation, the President of Amtrak, and interested congressional committees. We will also make copies available to others upon request. This work was done under the direction of Kenneth M. Mead, Director, Transportation Issues, who may be reached at (202) 512-2834 if you or your staff have any questions. Other major contributors to this report are listed in appendix V. Sincerely yours, Keith O. Fultz Assistant Comptroller General Page 1 GAO/RCED-95-71 Amtrak’s Financial and Operating Conditions B-259656 List of Recipients The Honorable Larry Pressler Chairman The Honorable Ernest F. Hollings Ranking Minority Member Committee on Commerce, Science, and Transportation United States Senate The Honorable Trent Lott Chairman The Honorable Daniel K.
    [Show full text]
  • Turboliner Modernization Project Delays
    ALAN G. HEVESI 110 STATE STREET COMPTROLLER ALBANY, NEW YORK 12236 STATE OF NEW YORK OFFICE OF THE STATE COMPTROLLER June 12, 2003 Mr. Joseph H. Boardman Commissioner Department of Transportation State Office Building Campus – Building #5 Albany, NY 12232 Re: Turboliner Modernization Project Project Delays Report 2002-S-52 Dear Mr. Boardman: Pursuant to the State Comptroller’s authority as set forth in Article V, Section 1 of the State Constitution, and Article II, Section 8 of the State Finance Law, we have audited the progress made by the Department of Transportation on the Turboliner Modernization Project (Project) for the period October 1, 1998 through October 31, 2002. This report is the first in a series of reports we plan to issue addressing activities related to the Project. Other reports will address such topics as Project monitoring and controls over contract payments. A. Background The Department of Transportation (Department) oversees the transportation systems in New York State. In one of these systems, rail transportation between New York City and Buffalo (the Empire Corridor) is provided to passengers by the National Railroad Passenger Corporation, also known as Amtrak. To improve passenger rail transportation in the Empire Corridor, the Department is implementing the High Speed Rail Improvement Program. The Department and Amtrak have entered into a contract to support the objectives of the high-speed rail program. While this program was formally announced to the public in September 1998, some of the activities relevant to the program were initiated prior to the announcement. One of these activities was the Project, in which seven existing Amtrak trainsets were to be remanufactured so that they would be capable of traveling at 125 miles per hour, and meet current Federal safety and accessibility standards.
    [Show full text]
  • Factors Affecting Commuter Rail Energy Efficiency and Its Comparison with Competing Passenger Transportation Modes
    FACTORS AFFECTING COMMUTER RAIL ENERGY EFFICIENCY AND ITS COMPARISON WITH COMPETING PASSENGER TRANSPORTATION MODES BY GIOVANNI C. DIDOMENICO THESIS Submitted in partial fulfilment of the requirements for the degree of Master of Science in Civil Engineering in the Graduate College of the University of Illinois at Urbana-Champaign, 2015 Urbana, Illinois Advisers: Professor Christopher P.L. Barkan Senior Research Engineer C. Tyler Dick, P.E. ABSTRACT As concerns about the environmental impacts and sustainability of the transportation sector continue to grow, modal energy efficiency is a factor of increasing importance when evaluating benefits and costs of transportation systems and justifying future investment. Poor assumptions on the efficiency of the system can alter the economics of investment in commuter rail. This creates a need to understand the factors affecting commuter rail energy efficiency and the comparison to competing passenger transportation modes to aid operators and decision makers in the development of new commuter rail lines and the improvement of existing services. This thesis describes analyses to further understand the factors affecting the current energy efficiency of commuter rail systems, how their efficiency may be improved through implementation of various technologies, and how their efficiency compares to competing modes of passenger transportation. After reviewing the literature, it was evident that past studies often conducted energy efficiency analyses and modal comparisons using methods that favored one energy source or competing mode by neglecting losses in the system. Therefore, four methods of energy efficiency analysis were identified and applied to 25 commuter rail systems in the United States using data from the National Transit Database (NTD).
    [Show full text]
  • High Speed Passenger Rail Corridor Conference
    'I·. > High Speed Passenger Rail Corridor Conference U.S. Departme11t Federal Railroad of Transportation Administration March 26 & 27, 1996 Washington, DC Table: fpf Q Program Agenda List of Attendees FY 1997 Budget Request HSGT Outreach Overview Status Of State Programs 0 HSGT Safety And Research And Development Section 1010/1036 Grade Crossing Program Next Generation High-Speed Rail Technology Development Program High Speed Ground Transportation (HSGT) Planning Funds Notice 0 Railroad Safety Program WGB SPEED PASSENGER RAU, CORRIDOR CONFERENCE March 26 & 27, 1996 , FRA&FHWA Room 2230, NASSIF Building Tuesday. March 26 o Purpose of the Conference o 1997 Budget Request o HSGT Commercial Feasibility Study I HSGT Policy Status o Next Generation Program - Status o Description of Corridor Plan o Status of Improvements o Funding Strategy o Legislative Authority/Needs (DOT/PUC) e.g. Private Grade Crossings o Discussion III. BREAK- 15 minutes IV. STAIE BY STAIE STATUS REPORT (Contd.) 10:30 a.m. to 11: 15 a.m. VII Lunch Break - 12 to 1 p.m. 2 o Passenger Rail Equipment o Other Safety Requirements for HSGT o HSGT Safety R&D - Orth o Questions and Answers IX. BREAK - 15 Minutes o Overview - Smailes o HSGT Grade Crossing Issues o FHWA Program - Louick/Winans XI. BREAK - 15 Minutes o Next Generation Technology Development o Questions and Answers Wednesdqy. March 2 7 o HSGT Commercial Feasibility Study/National Policy - Mongini o State Infrastructure Banks - Program Status/Applications - J. Basso o Innovative Financing Projects - Cooper o IS TEA Reauthorization - Cooper XIV. BREAK 15 Minutes XV. ROUND TABLE· HSGT FUNDING (Contd.) 9:45 a.m.
    [Show full text]
  • The Travel Solution for Our Time 2006 Annual Report
    NATIONAL RAILROAD PASSENGER CORPORATION The Travel Solution for Our Time 2006 Annual Report Community ~ Mobility ~ Environment THE TRAVEL SOLUTION FOR OUR TIME: COMMUNITY ~ MOBILITY ~ ENVIRONMENT Amtrak’s mission is to provide America with safe and reliable intercity rail passenger service in an economically sound manner that exceeds customer expectations. Amtrak Board of Directors (L. to R.): Donna McLean, FRA Administrator Joseph Boardman, Chairman David Laney, President and CEO Alex Kummant, R. Hunter Biden. Floyd Hall is not shown. Executive Committee: (top row, L. to R.) Vice President and Chief Risk Officer Jim McDon- nell, General Counsel and Corporate Secretary Eleanor Acheson, Vice President Govern- ment Affairs and Corporate Communications Joseph McHugh; (second row L. to R.) acting Chief Financial Officer Dale Stein, Vice President Procurement and Materials Man- agement Michael Rienzi, Vice President Labor Relations Joe Bress; (third row L. to R.) Vice President Strategic Partnerships and Business Development Anne Witt, Vice Presi- dent Human Resources Lorraine Green, Chief Information Officer Ed Trainor, acting Vice President Business Diversity Dawn Marcelle; (front row L. to R.) Chief Operating Officer William Crosbie, President and CEO Alex Kummant, Vice President Marketing and Prod- uct Development Emmett Fremaux. Vice President Planning and Analysis Roy Johanson is not shown. THE TRAVEL SOLUTION FOR OUR TIME: COMMUNITY ~ MOBILITY ~ ENVIRONMENT The Southwest Chief in Wagon Mound, N.M. Amtrak Annual Report 2006 3 THE TRAVEL SOLUTION FOR OUR TIME: COMMUNITY ~ MOBILITY ~ ENVIRONMENT A Letter from the President AS AMTRAK MARKED ITS 35TH YEAR of service in 2006, our performance contributed the most recent chapter of a story of an emerging and healthier Amtrak.
    [Show full text]
  • Rochester Amtrak Station Revitalization Study
    ROCHESTER AMTRAK STATION REVITALIZATION STUDY MARCH 2002 Prepared for: Genesee Transportation Council 50 West Main Street Suite 8112 Rochester, NY 14614-1227 Prepared by: Bergmann Associates 200 First Federal Plaza 28 East Main Street Rochester, NY 14614 In conjunction with… Parsons Brinckerhoff Fisher Associates Flaum Management Aldaron, Inc. ROCHESTER AMTRAK STATION REVITALIZATION STUDY MARCH 2002 Prepared for: Genesee Transportation Council 50 West Main Street Suite 8112 Rochester, NY 14614-1227 Prepared by: Bergmann Associates 200 First Federal Plaza 28 East Main Street Rochester, NY 14614 In conjunction with… Parsons Brinckerhoff Fisher Associates Flaum Management Aldaron, Inc. …with the assistance of the Steering Committee John P. Cassellini, CSX Transportation Ed Doherty, City of Rochester Joan Dupont, NYSDOT Region 4 Robert Lenz, Empire State Passengers Association Sean Phelan, Rochester Downtown Development Corporation John Reed, NYSDOT Main Office, High Speed Rail Program Terry Rice, Monroe County DOT Michelle Robinson, Amtrak Bill Winslow, RGRTA Bergmann Associates March 2002 Rochester Amtrak Station Revitalization Study Table of Contents Title Page 1. INTRODUCTIONI NTRO D U CTI O N.................................................................................. 1 A. Purpose............................................................................................... 1 B. Community Involvement ..................................................................... 2 C. Interagency Coordination ..................................................................
    [Show full text]
  • Passenger Train Equipment Review Report: Volume 2
    U.S. D epartm ent of Transportation Passenger Train Federal Railroad Administration Equipment Review Report Office of Reisearch Volume 2. Propulsion System and Development Components and Future Train Washington, D.C. 20590 Energy Consumption FRA/ORD-81/45.2 MAY 1981 Document is avail­ able to the U.S. public through the National Final Report Technical Information Service, Springfield, Virginia 22161 Operations . Passenger NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. 'T h e United States Governmient does not endorse products or manu­ facturers. Trade or manufacturers' names appear herein solely because, they are considered essential to the object of this report. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FRA/ORD-81/45.2 4. Title end Subtitle 5. Report Dote Passenger Train Equipment Review Report: Volume 2. May 1981 Propulsion System Components and Future Train Energy 6. Performing Organization Code Consumption 8. Performing Organization Report No. 7. Authors) IPEEP Train System Review Team* 9, Performing Organization Name and Address 10. Work Unit No. (TRAIS) Unified Industries Incorporated 6551 Loisdale Court, Suite 400 11. Contract or Grant No. Springfield, Virginia 22150 DTFR53-81-P-00189 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address U.S. Department of Transportation Final February-May 1981 Federal Railroad Administration Office of Research and Development 14. Sponsoring Agency Code ■ Washington, D.C. 20590 RRD-21 Soppiementory Notes wgattelle Columbus Laboratories; Camegie-Mellon University, Transportation Research Institute; Louis T.
    [Show full text]
  • SMP 46615 Heli-Coil Repair to Upper Primary Suspension Page 1 of 4 Amtrak Equipment Maintenance Department Standard Maintenance Procedure
    Amtrak Equipment Maintenance Department Standard Maintenance Procedure SMP NO.: 46615 ISSUE DATE: August 21, 1984 REVISION DATE: February 11, 2004 TITLE: Heli-Coil Repair to Upper Primary Suspensions EQUIPMENT TYPE MAINTENANCE TYPE All Passenger Trains L – Locomotive Locomotives Cars C – Cars All Locomotives All Cars X All Types All Maintenance – L/C Acela HST Power Car Acela Baggage Daily – L/C AEM-7 Amfleet I Cafe 30 Day – C Cab Car: (Under Cars) X Amfleet II Coach 60 Day – C Car Movers Auto Carrier Diner 90 Day – C Commuter Commuter Dinette 92 Day – L E-60MA (HEP) Freight Lounge 180 Day – C F40PH Heritage HEP Sleeper 184 Day – L F59PHI Horizon Other: 360 Day – L/C GP40PH Material Handling Cars 720 Day – L HHP8 Private Cars COT&S – C MP15 Roadrailers Initial Terminal – L/C Non Powered Control Units Superliner I Intermediate Terminal – L/C P32-8 Superliner II Modification – L/C P32AC-DM Surfliner C Overhaul – L/C P-40 Talgo C Running Repair – L/C P-42 Turboliner Seasonal – C SW1001 Viewliner Wheels – L/C SW1200 Other: Facility SW1500 Other: Turboliner Talgo Other: 1.0 PURPOSE The purpose of this SMP is to outline the step-by-step procedure for repairing stripped or cross-threaded bolt holes in Amfleet II Upper Primary Suspensions. 2.0 SCOPE This SMP outlines the step-by-step procedure for repairing stripped or cross-threaded bolt holes in Amfleet II Upper Primary Suspensions. 3.0 HISTORY Check 12 months history of equipment for past Upper Primary Suspensions problems and or repairs in WMS and facility records.
    [Show full text]
  • Brief NYS Turboliner History
    Brief NYS Turboliner History: 1975: Amtrak orders seven ‘RTL’ Turboliner trainsets (to be manufactured by California‐based Rohr Industries) to be modeled after the ‘RTG’ Turboliners Amtrak obtained from the French National Railways in the early 1970’s. Designated solely for use in New York State, the seven sets were equipped with small DC motors and third rail shoes for operation into Grand Central Station (and later Penn Station). The trainsets were delivered and placed into service on the Empire Corridor in 1976 ‐ 1977. 1976 – 1978: New York State and Amtrak jointly fund track work in the Capital Region to allow the new ‘RTL’ Turbos to be operated at speeds of up to 110mph. In addition, the Rensselaer Maintenance Facility is constructed to handle upkeep of the 7 new NYS Turboliners. Mid 1980’s: Amtrak rebuilds three of the original French‐built ‘RTG’ Turbos, (which were removed from mid‐west corridor service in 1981) to mirror the RTL models and places them in Empire Corridor service. These three sets remain in NYS service into 1994, when a series of fires (including one at Penn Station) prompts Amtrak to retire them. Late 1980’s: Amtrak experiments with running six‐car trainsets (by taking cars out of other sets) in an attempt to increase train capacity. Practice ends after a fire is linked to an overheated turbine on a six‐car train. Early through Mid‐1990’s: Amtrak slowly removes ‘RTL’ Turbos from service, due to additional engine fires, other mechanical problems, constraining fixed‐consists and overall high cost of operations. 1995: One of the seven ‘RTL’ sets is re‐built by Amerail in Hornell, NY, with higher‐ powered turbines and electronic digital control units replacing the original relay style turbine controls.
    [Show full text]
  • Side Structure Integrity Research for Passenger Rail Equipment
    Proceedings of the ASME 2018 International Mechanical Engineering Congress and Exposition IMECE2018 November 9-15, 2018, Pittsburgh, PA, USA IMECE2018-87700 SIDE STRUCTURE INTEGRITY RESEARCH FOR PASSENGER RAIL EQUIPMENT Shaun Eshraghi Michael Carolan A. Benjamin Perlman Volpe National Transportation Systems Center U.S. Department of Transportation Cambridge, MA, USA ABSTRACT requirements on the design of side structures. FRA has sponsored The U.S. Department of Transportation (DOT) Federal research at the Volpe National Transportation Systems Center Railroad Administration (FRA) began promulgating regulations (Volpe) to examine the issue of side structure integrity. for the structural crashworthiness of passenger rail equipment at As a first stage in the research program, the current state of 49 Code of Federal Regulations (CFR) Part 238 on May 12, side structure integrity was examined including: (1) the makeup 1999. These Passenger Equipment Safety Standards (PESS) [1] of the passenger car fleet within the U.S.; (2) the accident history include requirements affecting the designs of sidewall structures involving side structures within the U.S.; and (3) a review of side on passenger rail equipment. The FRA’s Office of Research, structure design and performance criteria contained in current Development and Technology and the DOT’s Volpe National standards and regulations. This approach examined how the side Transportation Systems Center are conducting research to structure requirements have influenced the design of passenger evaluate the side impact strength of Tier I passenger rail rail vehicles, how vehicles designed to those criteria have equipment designs that have been constructed according to the performed in incidents, and how the current fleet compares to current side structure regulations in §238.215 and §238.217.
    [Show full text]