Office of Research and

Development

Washington, D.C. 20590

DOT/FRA/ORD- May 24, 2000

Final Report

This document is available to the

U.S. public through the National

Technical Information Service

Springfield, Virginia 22161

Federal Railroad

Administration

U.S. Department

of Transportation

Single Passenger Rail Car Impact Test

Volume III: Test Procedures, Instrumentation

and Data
Disclaimer: 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. The United States Government does not endorse products or manufacturers. Trade or

manufacturers' names appear herein solely because they are considered essential to the object of this

report.
i

1. Report No.

FRA/ORD/

2. Government Accession No. 3. Recipient’s Catalog No.

5. Report Date

January 12, 2000

4. Title and Subtitle

Single Passenger Rail Car Impact Test

 Volume III: Test Procedures, Instrumentation and Data 6. Performing Organization Code

7. Authors

 Barrie Brickle

8. Performing Organization Report No.

9. Performing Organization Name and Address 10. Work Unit N o. (TRAIS)

 Transportation Technology Center, Inc.

 P.O. Box 11130

 Pueblo, CO 81001 11. Contract or Grant No.

DTFR 53-93-C-0001

12. Sponsoring Agency Name and Address 13. Type of Report or Period Covered

 U.S. Department of Transportation

 Federal Railroad Administration

 Office of Research and Development

 1120 Vermont Ave., Mail Stop 20

 Washington, DC 20590

14. Sponsoring Agency Code

15. Supplemental Notes

16. Abstract

A full-scale impact test was performed November 16, 1999, at the Federal Railroad Administration’s Transportation

Technology Center, Pueblo, Colorado, by Transportation Technology Center, Inc., a subsidiary of the Association of

American Railroads. The test was performed on a Budd Company Pioneer-type commuter passenger car. The purpose

of the test was to measure strains, accelerations and displacements during the impact and validate the computational

and kinematic models of the vehicle impacting a rigid barrier.

Other test objectives were to determine the crash-force pulse shape throughout the vehicle and to provide a greater

understanding of occupant kinematics in crash situations. Simula Technologies Inc. provided the occupant kinematics

experiments which included a number of instrumented Anthropomorphic Test Devices in different seat configurations.

This report describes the test car and the methodology used to carry out the impact test, together with a description

of all the instrumentation used to measure the structural deformation of the car during the impact.

The impact was recorded by a number of high speed film and video cameras. The report contains a description of

the cameras used, their position. and the subsequent film analysis carried out to measure the displacement and velocity

of the test car during the impact.

The strain, acceleration, velocity and displacement time histories from all the transducers are presented in the

report.

The speed of the test car at impact with the rigid barrier was 35.1 mph and the amount of crush was about 4.5 feet.

17. Key Words

Impact Test, commuter rail passenger car, computational and

Kinematic models, speed

18. Distribution Statement

 This document is available through

 National Technical Information Service

 Springfield, VA 22161

19. Security Classification

 (of the report)

20. Security Classification

 (of this page)

21. No of Pages 22. Price

Form DOT F 1700.7 (8-72)
ii
iii

Executive Summary

A full-scale impact test was performed November 16, 1999, at the Federal

Railroad Administration’s Transportation Technology Center, Pueblo, Colorado,

by Transportation Technology Center, Inc., a subsidiary of the Association of

American Railroads. The test was performed on a Budd Company Pioneer-type

commuter passenger car. The purpose of the test was to measure strains,

accelerations, and displacements during the impact so that computational and

kinematic models of the vehicle impacting a rigid barrier can be validated.

Other test objectives were to determine the crash-force pulse shape throughout

the vehicle and to provide a greater understanding of occupant kinematics in

crash situations.

The measurements taken before, during and after impact indicate that:

• The speed of the test car at impact with the barrier was 35.1 mph. This

was within 0.3 percent of the target speed of 35 mph.

• The amount of crush was about 4.5 feet as measured from the

reduction in length of the vehicle after the test. The film analysis

showed the maximum displacement in the longitudinal direction of 5.5

feet. The accelerometer data, double integrated, shows a maximum

displacement of about 5.5 feet. (Both the film analysis and the

integrated accelerometer data include elastic deformation of the car

body.) The test requirement was for at least 3 feet of crush.

• The data acquisition system comprised 12 Data Bricks each collecting 8

channels of data. One of the Data Bricks did not trigger, and the 8

strain gage channels feeding signals into this Data Brick were lost. All

these strain gages were on the left hand side of the center sill. All other

strain gages provided information.

• All the accelerometers provided some information. Two of the lateral

and two of the vertical accelerometers saturated. The accelerometer at

the front of the vehicle, Center Sill – Position 1, recorded a maximum

longitudinal acceleration of 70 g, filtered to SAE CFC 60, before its

cable failed at 0.1 s.
iv

• A maximum vertical deflection of 3.5 inches was recorded on the Aend, right-hand side string potentiometer.

• All video and film cameras successfully recorded the impact of the test

car from both sides, overhead, underneath, on board and a general

view. The film was analyzed frame-by-frame, and the displacement

and velocity calculated throughout the impact.

The test car was structurally complete, although the original seats were removed

together with other under-floor auxiliary equipment. The interior of the car was

modified with a number of prototype seats fitted in different configurations.

Approximately 10,000 pounds of ballast was added to the car body. The coupler

was left installed at the impact end.

The impact test was performed by pushing the test car with a locomotive,

releasing it at a pre-determined point, and then letting it run down the inclined

track and into the barrier. The release distance and the speed of the locomotive at

release were calculated from a series of speed calibration tests carried out before

the actual impact test.
v

TABLE OF CONTENTS

1.0 INTRODUCTION AND OBJECTIVE .............................................................. 1

2.0 DESCRIPTION OF TEST CAR ...................................................................... 1

3.0 TEST METHODOLOGY........................................................................................................2

4.0 RESULTS....................................................................................................... 3

4.1 MEASUREMENTS TAKEN BEFORE TEST .............................................. 3

4.1.1 LONGITUDINAL AND VERTICAL DISTANCES................................ 3

4.1.2 WEIGHT OF TEST CAR.................................................................... 4

4.1.3 HEIGHT OF CENTER OF GRAVITY OF CAR BODY........................ 4

4.1.4 WEATHER CONDITIONS.................................................................. 4

4.2 MEASUREMENTS TAKEN DURING TEST............................................... 4

4.2.1 SPEED............................................................................................... 4

4.2.2 STRAINS ........................................................................................... 5

4.2.3 ACCELERATIONS............................................................................. 6

4.2.4 DISPLACEMENTS............................................................................. 6

4.2.5 LONGITUDINAL VELOCITY AND DISPLACEMENT......................... 7

4.2.6 HIGH-SPEED AND VIDEO PHOTOGRAPHY ................................... 7

4.2.7 FILM ANALYSIS ................................................................................ 7

4.3 MEASUREMENTS TAKEN AFTER THE TEST ......................................... 9

4.3.1 LONGITUDINAL AND VERTICAL DISTANCES................................ 9

5.0 CONCLUSIONS............................................................................................. 9

APPENDIX A: TEST IMPLEMENTATION PLAN FOR SINGLE CAR DYNAMIC

CRUSH TEST – 11/16/99. ........................................................A-1

APPENDIX B: PRE- AND POST-TEST LONGITUDINAL AND VERTICAL

MEASUREMENTS...................................................................B-1

APPENDIX C: TO OBTAIN VERTICAL HEIGHT OF CENTER OF GRAVITY OF

CAR BODY. ............................................................................. C-1

APPENDIX D: STRAIN GAGE RESULTS FOR THE COMPLETE RANGE

RECORDED (-0.1 s to 1.4 s. SAE CFC 1000 Hz.)................... D-1

APPENDIX E: ACCELERATIONS FOR THE COMPLETE RANGE RECORDED

(-0.1 s to 1.4 s).........................................................................E-1

APPENDIX F: DISPLACEMENTS FOR THE COMPLETE RANGE RECORDED

(-0.1 s to 1.4 s) .......................................................................... F-1

ACKNOWLEDGMENTS
vi

LIST OF FIGURES

Figure 1 Test Car........................................................................................ 1

Figure 2a Schematic of Impact Barrier.......................................................... 2

Figure 2b Impact Barrier at the TTC ............................................................. 3

Figure 3 Strain Gage CS-L-2-L (SAE CFC 1000) ..................................... 12

Figure 4 Strain Gage CS-C-3-B (SAE CFC 1000) ................................... 12

Figure 5 Strain Gage CS-C-4-B (SAE CFC 1000) .................................... 13

Figure 6 Strain Gage CS-C-5-B (SAE CFC 1000) .................................... 13

Figure 7 Strain Gage CS-C-6-B (SAE CFC 1000) .................................... 14

Figure 8 Strain Gage CS–L-7-B (SAE CFC 1000).................................... 14

Figure 9 Strain Gage CS-R-1-U (SAE CFC 1000).................................... 15

Figure 10 Strain Gage CS-R-1-L (SAE CFC 1000)..................................... 15

Figure 11 Strain Gage CS-R-2-U (SAE CFC 1000).................................... 16

Figure 12 Strain Gage CS-R-2-L (SAE CFC 1000)..................................... 16

Figure 13 Strain Gage CS-R-3-U (SAE CFC 1000).................................... 17

Figure 14 Strain Gage CS-R-4-U (SAE CFC 1000)................................... 17

Figure 15 Strain Gage CS-R-5-U (SAE CFC 1000)................................... 18

Figure 16 Strain Gage CS-R-6-U (SAE CFC 1000).................................... 18

Figure 17 Strain Gage CS-R-7-U (SAE CFC 1000).................................... 19

Figure 18 Strain Gage CS-R-7-B (SAE CFC 1000) .................................... 19

Figure 19 Strain Gage SS-L-1-U (SAE CFC 1000)..................................... 20

Figure 20 Strain Gage SS-L-1-L (SAE CFC 1000) .................................... 20

Figure 21 Strain Gage SS-L-2-U (SAE CFC 1000)..................................... 21

Figure 22 Strain Gage SS-L-2-L (SAE CFC 1000) ..................................... 21

Figure 23 Strain Gage SS-L-3-U (SAE CFC 1000)..................................... 22

Figure 24 Strain Gage SS–L-3-L (SAE CFC 1000)..................................... 22

Figure 25 Strain Gage SS-R-1-U (SAE CFC 1000) .................................... 23

Figure 26 Strain Gage SS-R-1-L (SAE CFC 1000)..................................... 23

Figure 27 Strain Gage SS-R-2-U (SAE CFC 1000) .................................... 24
vii

Figure 28 Strain Gage SS-R-2-L (SAE CFC 1000)..................................... 24

Figure 29 Strain Gage SS-R-3-U (SAE CFC 1000) .................................... 25

Figure 30 Strain Gage SS-R-3-L (SAE CFC 1000).................................... 25

Figure 31 Strain Gage CR-L-1-U (SAE CFC 1000)..................................... 26

Figure 32 Strain Gage CR-L-1-L (SAE CFC 1000) ..................................... 26

Figure 33 Strain Gage CR-L-2-U (SAE CFC 1000)..................................... 27

Figure 34 Strain Gage CR-L-2-L (SAE CFC 1000) ..................................... 27

Figure 35 Strain Gage CR-L-3-U (SAE CFC 1000)..................................... 28

Figure 36 Strain Gage CR-L-3-L (SAE CFC 1000).................................... 28

Figure 37 Strain Gage CR-R-1-U (SAE CFC 1000).................................... 29

Figure 38 Strain Gage CR-R-1-L (SAE CFC 1000)..................................... 29

Figure 39 Strain Gage CR-R-2-U (SAE CFC 1000).................................... 30

Figure 40 Strain Gage CR-R-2-L (SAE CFC 1000)..................................... 30

Figure 41 Strain Gage CR-R-3-U (SAE CFC 1000).................................... 31

Figure 42 Strain Gage CR-R-3-L (SAE CFC 1000).................................... 31

Figure 43 Center Sill, Position 1, X-Axis Accel. (SAE CFC 1000)............... 32

Figure 44 Center Sill, Position 2, X-Axis Accel. (SAE CFC 1000)............... 32

Figure 45 Center Sill, Position 3, X-Axis Accel. (SAE CFC 1000)............... 33

Figure 46 Center Sill, Position 4, X-Axis Accel. (SAE CFC 1000)............... 33

Figure 47 Left Sill, Position 1, X-Axis Accel. (SAE CFC 1000) ................... 34

Figure 48 Left Sill, Position 2, X-Axis Accel. (SAE CFC 1000) ................... 34

Figure 49 Left Sill, Position 4, X-Axis Accel. (SAE CFC 1000) ................... 35

Figure 50 Left Sill, Position 5, X-Axis Accel. (SAE CFC 1000) ................... 35

Figure 51 Right Sill, Position 1, X-Axis Accel. (SAE CFC 1000)................. 36

Figure 52 Right Sill, Position 2, X-Axis Accel. (SAE CFC 1000 .................. 36

Figure 53 Right Sill, Position 4, X-Axis Accel. (SAE CFC 1000)................. 37

Figure 54 Right Sill, Position 5, X-Axis Accel. (SAE CFC 1000)................. 37

Figure 55 Left Sill, Position 1, Y-Axis Accel. (SAE CFC 1000) ................... 38

Figure 56 Left Sill, Position 2, Y-Axis Accel. (SAE CFC 1000) ................... 38

Figure 57 Left Sill, Position 3, Y-Axis Accel. (SAE CFC 1000) ................... 39

Figure 58 Left Sill, Position 4, Y-Axis Accel. (SAE CFC 1000) .................. 39
viii

Figure 59 Left Sill, Position 5, Y-Axis Accel. (SAE CFC 1000) .................. 40

Figure 60 Right Sill, Position 1, Y-Axis Accel. (SAE CFC 1000)................. 40

Figure 61 Right Sill, Position 2, Y-Axis Accel. (SAE CFC 1000)................. 41

Figure 62 Right Sill, Position 3, Y-Axis Accel. (SAE CFC 1000)................. 41

Figure 63 Right Sill, Position 4, Y-Axis Accel. (SAE CFC 1000)................. 42

Figure 64 Right Sill, Position 5, Y-Axis Accel. (SAE CFC 1000)................. 42

Figure 65 Center Sill, Position 2, Z-Axis Accel. (SAE CFC 1000)............... 43

Figure 66 Center Sill, Position 3, Z-Axis Accel. (SAE CFC 1000)............... 43

Figure 67 Center Sill, Position 4, Z-Axis Accel. (SAE CFC 1000)............... 44

Figure 68 Left Sill, Position 1, Z-Axis Accel. (SAE CFC 1000).................... 44

Figure 69 Left Sill, Position 2, Z-Axis Accel. (SAE CFC 1000).................... 45

Figure 70 Left Sill, Position 3, Z-Axis Accel. (SAE CFC 1000).................... 45

Figure 71 Left Sill, Position 4, Z-Axis Accel. (SAE CFC 1000).................... 46

Figure 72 Left Sill, Position 5, Z-Axis Accel. (SAE CFC 1000).................... 46

Figure 73 Right Sill, Position 1, Z-Axis Accel. (SAE CFC 1000) ................. 47

Figure 74 Right Sill, Position 2, Z-Axis Accel. (SAE CFC 1000) ................. 47

Figure 75 Right Sill, Position 3, Z-Axis Accel. (SAE CFC 1000) ................. 48

Figure 76 Right Sill, Position 4, Z-Axis Accel. (SAE CFC 1000) ................. 48

Figure 77 Right Sill, Position 5, Z-Axis Accel. (SAE CFC 1000) ................. 49

Figure 78 End A Bogie, X-Axis Accel. (SAE CFC 1000)............................. 49

Figure 79 End B Bogie, X-Axis Accel. (SAE CFC 1000)............................. 50

Figure 80 End A Bogie, Y-Axis Accel. (SAE CFC 1000)............................. 50

Figure 81 End B Bogie, Y-Axis Accel. (SAE CFC 1000)............................. 51

Figure 82 End A Bogie, Z-Axis Accel. (SAE CFC 1000) ............................. 51

Figure 83 End B Bogie, Z-Axis Accel. (SAE CFC 1000) ............................. 52

Figure 84 Center Sill, Position 1, X-Axis Accel. (SAE CFC 60)................... 52

Figure 85 Center Sill, Position 2, X-Axis Accel. (SAE CFC 60)................... 53

Figure 86 Center Sill, Position 3, X-Axis Accel. (SAE CFC 60)................... 53

Figure 87 Center Sill, Position 4, X-Axis Accel. (SAE CFC 60)................... 54

Figure 88 Left Sill, Position 1, X-Axis Accel. (SAE CFC 60) ....................... 54

Figure 89 Left Sill, Position 2, X-Axis Accel. (SAE CFC 60) ....................... 55
ix

Figure 90 Left Sill, Position 4, X-Axis Accel. (SAE CFC 60) .....................55

Figure 91 Left Sill, Position 5, X-Axis Accel. (SAE CFC 60) .....................56

Figure 92 Right Sill, Position 1, X-Axis Accel. (SAE CFC 60)...................56

Figure 93 Right Sill, Position 2, X-Axis Accel. (SAE CFC 60)...................57

Figure 94 Right Sill, Position 4, X-Axis Accel. (SAE CFC 60)...................57

Figure 95 Right Sill, Position 5, X-Axis Accel. (SAE CFC 60)...................58

Figure 96 Left Sill, Position 1, Y-Axis Accel. (SAE CFC 60) .....................58

Figure 97 Left Sill, Position 2, Y-Axis Accel. (SAE CFC 60) .....................59

Figure 98 Left Sill, Position 3, Y-Axis Accel. (SAE CFC 60) .....................59

Figure 99 Left Sill, Position 4, Y-Axis Accel. (SAE CFC 60) ....................60

Figure 100 Left Sill, Position 5, Y-Axis Accel. (SAE CFC 60) ....................60

Figure 101 Right Sill, Position 1, Y-Axis Accel. (SAE CFC 60)...................61

Figure 102 Right Sill, Position 2, Y-Axis Accel. (SAE CFC 60)...................61

Figure 103 Right Sill, Position 3, Y-Axis Accel. (SAE CFC 60)...................62

Figure 104 Right Sill, Position 4, Y-Axis Accel. (SAE CFC 60)...................62

Figure 105 Right Sill, Position 5, Y-Axis Accel. (SAE CFC 60)...................63

Figure 106 Center Sill, Position 2, Z-Axis Accel. (SAE CFC 60).................63

Figure 107 Center Sill, Position 3, Z-Axis Accel. (SAE CFC 60).................64

Figure 108 Center Sill, Position 4, Z-Axis Accel. (SAE CFC 60).................64

Figure 109 Left Sill, Position 1, Z-Axis Accel. (SAE CFC 60)......................65

Figure 110 Left Sill, Position 2, Z-Axis Accel. (SAE CFC 60)......................65

Figure 111 Left Sill, Position 3, Z-Axis Accel. (SAE CFC 60)......................66

Figure 112 Left Sill, Position 4, Z-Axis Accel. (SAE CFC 60)......................66

Figure 113 Left Sill, Position 5, Z-Axis Accel. (SAE CFC 60)......................67

Figure 114 Right Sill, Position 1, Z-Axis Accel. (SAE CFC 60) ...................67

Figure 115 Right Sill, Position 2, Z-Axis Accel. (SAE CFC 60) ...................68

Figure 116 Right Sill, Position 3, Z-Axis Accel. (SAE CFC 60) ...................68

Figure 117 Right Sill, Position 4, Z-Axis Accel. (SAE CFC 60) ...................69

Figure 118 Right Sill, Position 5, Z-Axis Accel. (SAE CFC 60) ...................69

Figure 119 End A Bogie, X-Axis Accel. (SAE CFC 60)...............................70

Figure 120 End B Bogie, X-Axis Accel. (SAE CFC 60)...............................70
x

Figure 121 End A Bogie, Y-Axis Accel. (SAE CFC 60)...............................71

Figure 122 End B Bogie, Y-Axis Accel. (SAE CFC 60)...............................71

Figure 123 End A Bogie, Z-Axis Accel. (SAE CFC 60)...............................72

Figure 124 End B Bogie, Z-Axis Accel. (SAE CFC 60)...............................72

Figure 125 Center Sill, Position 1, X-Axis Accel. (Fc = 25 Hz)....................73

Figure 126 Center Sill, Position 2, X-Axis Accel. (Fc = 25 Hz)....................73

Figure 127 Center Sill, Position 3, X-Axis Accel. (Fc = 25 Hz)....................74

Figure 128 Center Sill, Position 4, X-Axis Accel. (Fc = 25 Hz)....................74

Figure 129 Left Sill, Position 1, X-Axis Accel. (Fc = 25 Hz) ........................75

Figure 130 Left Sill, Position 2, X-Axis Accel. (Fc = 25 Hz) ........................75

Figure 131 Left Sill, Position 4, X-Axis Accel. (Fc = 25 Hz) ........................76

Figure 132 Left Sill, Position 5, X-Axis Accel. (Fc = 25 Hz) ........................76

Figure 133 Right Sill, Position 1, X-Axis Accel. (Fc = 25 Hz)......................77

Figure 134 Right Sill, Position 2, X-Axis Accel. (Fc = 25 Hz)......................77

Figure 135 Right Sill, Position 4, X-Axis Accel. (Fc = 25 Hz)......................78

Figure 136 Right Sill, Position 5, X-Axis Accel. (Fc = 25 Hz)......................78

Figure 137 Left Sill, Position 1, Y-Axis Accel. (Fc = 25 Hz) ........................79

Figure 138 Left Sill, Position 2, Y-Axis Accel. (Fc = 25 Hz) ........................79

Figure 139 Left Sill, Position 3, Y-Axis Accel. (Fc = 25 Hz) ........................80

Figure 140 Left Sill, Position 4, Y-Axis Accel. (Fc = 25 Hz) .......................80

Figure 141 Left Sill, Position 5, Y-Axis Accel. (Fc = 25 Hz) .......................81

Figure 142 Right Sill, Position 1, Y-Axis Accel. (Fc = 25 Hz)......................81

Figure 143 Right Sill, Position 2, Y-Axis Accel. (Fc = 25 Hz)......................82

Figure 144 Right Sill, Position 3, Y-Axis Accel. (Fc = 25 Hz)......................82

Figure 145 Right Sill, Position 4, Y-Axis Accel. (Fc = 25 Hz)......................83

Figure 146 Right Sill, Position 5, Y-Axis Accel. (Fc = 25 Hz)......................83

Figure 147 Center Sill, Position 2, Z-Axis Accel. (Fc = 25 Hz)....................84

Figure 148 Center Sill, Position 3, Z-Axis Accel. (Fc = 25 Hz)....................84

Figure 149 Center Sill, Position 4, Z-Axis Accel. (Fc = 25 Hz)....................85

Figure 150 Left Sill, Position 1, Z-Axis Accel. (Fc = 25 Hz).........................85

Figure 151 Left Sill, Position 2, Z-Axis Accel. (Fc = 25 Hz).........................86
xi

Figure 152 Left Sill, Position 3, Z-Axis Accel. (Fc = 25 Hz).........................86

Figure 153 Left Sill, Position 4, Z-Axis Accel. (Fc = 25 Hz).........................87

Figure 154 Left Sill, Position 5, Z-Axis Accel. (Fc = 25 Hz).........................87

Figure 155 Right Sill, Position 1, Z-Axis Accel. (Fc = 25 Hz) ......................88

Figure 156 Right Sill, Position 2, Z-Axis Accel. (Fc = 25 Hz) ......................88

Figure 157 Right Sill, Position 3, Z-Axis Accel. (Fc = 25 Hz) ......................89

Figure 158 Right Sill, Position 4, Z-Axis Accel. (Fc = 25 Hz) ......................89

Figure 159 Right Sill, Position 5, Z-Axis Accel. (Fc = 25 Hz) ......................90

Figure 160 End A Bogie, X-Axis Accel. (Fc = 25 Hz)..................................90

Figure 161 End B Bogie, X-Axis Accel. (Fc = 25 Hz)..................................91

Figure 162 End A Bogie, Y-Axis Accel. (Fc = 25 Hz)..................................91

Figure 163 End B Bogie, Y-Axis Accel. (Fc = 25 Hz)..................................92

Figure 164 End A Bogie, Z-Axis Accel. (Fc = 25 Hz) ..................................92

Figure 165 End B Bogie, Z-Axis Accel. (Fc = 25 Hz) ..................................93

Figure 166 End A, Right Side, Secondary Suspension String-Pot..............93

Figure 167 End A, Left Side, Secondary Suspension String-Pot ................94

Figure 168 End B, Right Side, Secondary Suspension String-Pot..............94

Figure 169 End B, Left Side, Secondary Suspension String-Pot ................95

Figure 170 Center Sill, Position 1, X-Axis Accel. Integrated. ......................95

Figure 171 Center Sill, Position 2, X-Axis Accel. Integrated .......................96

Figure 172 Center Sill, Position 3, X-Axis Accel. Integrated .......................96

Figure 173 Center Sill, Position 4, X-Axis Accel. Integrated .......................97

Figure 174 Center Sill, Positions 1 to 4, X-Axis Accel. Integrated...............97

Figure 175 Center Sill, Position 1, X-Axis Accel. Double Integrated ...........98

Figure 176 Center Sill, Position 2, X-Axis Accel. Double Integrated ...........98

Figure 177 Center Sill, Position 3, X-Axis Accel. Double Integrated ...........99

Figure 178 Center Sill, Position 4, X-Axis Accel. Double Integrated ...........99

Figure 179 Center Sill, Positions 1 to 4, X-Axis Accel. Double Integrated 100

Figure 180 West Side Stationary Camera. Carbody Displacement...........100

Figure 181 East Side Stationary Camera. Carbody Displacement............101
xii

Figure 182 East and West Side Stationary Cameras.

Carbody Displacement..............................................................101

Figure 183 West Side Stationary Camera. X-Axis Velocity.........................102

Figure 184 West Side Stationary Camera. Z-Axis Velocity.........................102

Figure 185 East Side Stationary Camera. X-Axis Velocity..........................103

Figure 186 East Side Stationary Camera. Z-Axis Velocity..........................103

Figure 187 East and West Side Stationary Cameras. X-Axis Velocity........104

Figure 188 East and West Side Stationary Cameras. Z-Axis Velocity ........104
1

1.0 INTRODUCTION AND OBJECTIVE

A full-scale impact test was performed using a Budd Company Pioneer-type

commuter passenger car November 16, 1999, at the Federal Railroad

Administration’s Transportation Technology Center, Pueblo, Colorado. The

impact test was conducted to measure strains, accelerations, and displacements

during the impact to validate computational and kinematic models of the vehicle

impacting a rigid barrier.

Additional objectives were to determine crash-force pulse shape throughout the

vehicle and to gain greater understanding of occupant kinematics in crash

situations.

This report describes the test procedure, the instrumentation used in the test, and

a complete set of results.

2.0 DESCRIPTION OF TEST CAR

A Budd Company Pioneer-type commuter passenger car (Figure 1), donated by

Southeastern Pennsylvania Transportation Authority (SEPTA), was used in the

impact. The car body was structurally complete.

The original seats were removed together with

other underfloor and auxilary equipment. The

interior of the car was modified with a number of

prototype seats fitted in different configurations.

To compensate for the weight removed,

approximately 10,000 pounds of concrete was

added to the car body, mostly under the floor in

the center of the car. Both couplers were left

installed.

The trucks fitted to the test car were not equipped

with motors. The secondary air suspension was

pumped up to its normal inflated height before impact.

Figure 1. Test Car
2

The brakes were primed to release if the brake pipe was cut on impact. A cutter

device was fitted to the front of the car to ensure that the brake pipe was cut on

impact. An orifice was installed in the pipe to delay brake action. This was done

so that the car would hit the barrier, roll back, and stop, and not roll forward into

the barrier again.

3.0 TEST METHODOLOGY

The test was performed by Transportation Technology Center, Inc. to procedures

outlined in the “Test Implementation Plan (TIP) for Single Car Dynamic Crush

Test,” November 16, 1999, which is included as Appendix A.

The inclined tangent track leading to the impact barrier has a constant

gradient of 0.86 percent and is parallel to the Precision Test Track (PTT), which

has exactly the same gradient. The barrier itself is constructed of re-inforced

concrete and steel and has an estimated weight of 1,350 tons. It is capable of

withstanding an impact force of 3,000,000 pounds (13.4M N). The front face of

the barrier is 2-feet thick reinforced concrete faced with a 3-inch thick steel plate .

A schematic of the impact barrier is shown in Figure 2a and a front view of the

barrier is shown in Figure 2b.

Figure 2a. Schematic of Impact Barrier at the TTC
3

The impact test was performed by pushing the test car with a locomotive,

releasing it at a pre-determined point, and then letting it run down the inclined

track and into the barrier. The release distance, and the speed of the locomotive

at release, was calculated from a series of speed calibration tests carried out on

the PTT track and on the track leading to the barrier. The target for the impact

speed at the wall was 35 mph.

4.0 RESULTS

4.1 MEASUREMENTS TAKEN BEFORE TEST

4.1.1 Longitudinal and Vertical Distances (A-end = Impact End)

• Length of car from buffer beam to buffer beam = 84 .5 ft

• Longitudinal distance from buff stop to body bolster , A-end = 6.76 ft

• Longitudinal distance from buff stop to body bolster , B-end = 6.72 ft

• Longitudinal distance between body bolsters = 57.17 ft

• Vertical distance between mid point of car (center sill) and a line

extending between body bolsters = 10.34 in.

• Vertical distance between buffer beam and a line extending between

body bolsters, A-end = 17.63 in.

• Vertical distance between buffer beam and a line extending between

body bolsters, B-end = 15.44 in.

Appendix B contains the complete longitudinal and vertical distances measured

before and after the impact test.

Figure 2b. Impact barrier at the TTC
4

4.1.2 Weight of Test Car

The test car was weighed just prior to the impact test using the TTC

computerized scale. The test car was uncoupled from the locomotive for these

measurements and each truck in turn moved onto the weigh bridge. Total weight

included the weight of the car body, trucks, added weight, anthropomorphic

dummies, seats, and all instrumentation.

Weight of A-end = 33,585 lb

Weight of B-end = 40,704 lb

Total weight = 74,289 lb

(The accuracy of the weigh bridge is + or – 50 lb; therefore, the accuracy of

the vehicle weight is + or – 100 lb)

4.1.3 Height of Center of Gravity of Car Body

A characterization test was carried out on the loaded car to provide an estimate

of the height of the center of gravity of the car body (see Appendix C for a full

description of techniques used for this test).

From these results, the height of the center of gravity of the car body is estimated

to be between 69.7 and 76.7 inches from the top of the rail.

4.1.4 Weather Conditions

Weather conditions at test time:

• Temperature 76oF

• Wind speed 5 mph from the SE

4.2 MEASUREMENTS TAKEN DURING TEST

4.2.1 Speed

From a complete stop, the car was accelerated by a locomotive and released at a

point 1,550 feet from the barrier. Measured by the laser-based speed trap, the

speed of the test car just before impact was:

Laser 1 51.52 ft/s

Laser 2 51.42 ft/s

Average: 51.47 ft/s = 35.1 mph
5

The amount of energy (E) absorbed by the vehicle on impact with the rigid

barrier can be calculated from the speed of the car just before impact, V0 = 51.47

ft/s, and the mass of the test car, m = 74,289 lb, according to the formula:

E = 1⁄2.m.V0

2

E = 3.06 x 106 ft.lb (4.15 MJ)

4.2.2 Strains

The Test Implementation Plan in Appendix A contains the positions of the strain

gages. Figures 3 through 42 (Figures 3 through 188 are placed at the end of this

document) show the strain time histories over the range –0.1 s to 0.6 s. In these

figures positive values represent compression.

The Society of Automobile Engineers (SAE) frequency class indicating the filter

frequency used for processing the recorded data is shown on each figure. SAE

frequency classes are defined in SAE J211/1 (R) “Instrumentation for Impact

Testing,” Part 1 Electronic Instrumentation, March 1995. For the strain results,

SAE CFC 1000 is equivalent to the raw data.

The data acquisition system for both strains and accelerations comprised 12 Data

Bricks each collecting 8 channels of data. When the system was triggered on

impact with the wall each Data Brick stored 0.1 s of information before the

impact and 1.4 s of information after the impact. The strain time histories over

the complete range recorded by the Data Bricks (-0.1 s to 1.4 s) are shown in

Appendix D.

One of the Data Bricks did not trigger properly and none of its 8 channels

recorded data. These channels were set up to record the following strain

channels:

CS-L-1-U CS-L-2-U CS-L-3-U CS-L-4-U

CS-L-5-U CS-L-6-U CS-L-7-U CS-L-1-L
6

4.2.3 Accelerations

The positions of the accelerometers are shown in the Test Implementation Plan,

Appendix A. Figures 43 through 83 show the acceleration time histories over the

range –0.1 s to 0.6 s. These results are recorded acceleration time histories filtered

according to SAE CFC 1000 specifications. As for strain, SAE CFC 1000 is

equivalent to the raw data. Figures 84 through 124 show the filtered accelerations

for SAE CFC 60. The algorithm defining SAE CFC 60 is given in Appendix C of

SAE J211/1 (R). Essentially SAE CFC 60 is a Low-pass filter with a cut-off

frequency of 100 Hz.

Low-pass filtered acceleration time histories with a cutoff frequency of 25 Hz

(Fc = 25 Hz) are shown in Figures 125 to 165.

The acceleration time histories over the complete range recorded by the Data

Bricks (-0.1 s to 1.4 s) are presented in Appendix E.

Note that some of the high accelerations shown in the SAE CFC 1000 results

(Figures 43-83) represent high frequency, short duration peaks, and do not

represent the acceleration that would be experienced by an occupant sitting in

the car at impact.

4.2.4 Displacements

The vertical displacement across the secondary suspension was measured using

string potentiometers between the car body and the truck. The unfiltered results

are plotted in Figures 166 through 169. It may be noted that the maximum

displacement of approximately 3.5 inches occurred at the A-end.

The string potentiometer on the right hand side at the B-end failed to record

data.
7

4.2.5 Longitudinal Velocity and Displacement

The X-axis acceleration time histories of the center sill accelerometers have been

integrated to give velocity and plotted against time in Figures 170 through 174.

These same acceleration time histories have been double integrated to give crush

displacement and plotted against time in Figures 175 through 179.

4.2.6 High-Speed and Video Photography

The impact test was recorded using an array of high-speed and video cameras.

Camera coverage was selected to provide views of both left and right sides of the

vehicle, overhead views, an underside view, an onboard view, and an overall

view of the impact. (Camera coverage is depicted in Figure 6-3-1 of the Test

Implementation Plan in Appendix A). The side views and overhead view had

redundant coverage to obtain photo-documentation in the event of an individual

camera failure.

All the cameras worked successfully and the film analysis described in the next

section was conducted after the film had been processed.

4.2.7 Film Analysis

The film analysis was conducted on film from high-speed fixed cameras located

on the west and east sides of the barrier.

For the analysis, the film was projected frame-by-frame onto a digitizer pad. The

location of three vehicle-mounted and three ground-based targets was selected

with the crosshairs of a cursor, and corresponding x and y coordinates were

stored in a computer. The analysis was started before impact and continued

throughout maximum crush to the vehicle rebound. The average position of the

onboard targets relative to the ground-based targets was computed by

3

1 2 3 4 5 6

s s s s s s

d

+ + − − −

=
8

where d is the relative position, and s1 through s6 are the locations of the three

onboard and three ground-based targets, respectively. The distance reference

was the distance between the two extreme ground-based targets, which was 88

inches.

Vehicle speed was computed by

t

d d

v

i i

i

Δ

−

=

+1

where the subscripts represent the film frame number, and Δt is the time

duration between frames.

Film speed was obtained directly from the 100-Hz timing marks on the film. The

nominal speed of the fixed cameras was 500 fps.

Car-body displacement was set to zero at impact. The displacement data is

relatively smooth in its raw, as collected, form. Figures 152 and 153 show the

car-body displacements in the longitudinal and vertical directions computed

from the west-side stationary camera and the east-side stationary cameras,

respectively. These show a maximum displacement in the longitudinal direction

of about 5 feet 6 inches. Figure 154 is a compilation of these two plots.

Figures 155 to 158 show car body velocities in the longitudinal and vertical

directions, computed from each of the two high-speed stationary camera films.

The raw velocity data was computed as indicated above. Smoothed data was

low-pass filtered with a phaseless 4th-order Butterworth filter having a cutoff

frequency of approximately 23 Hz. Phaseless filtering introduces no time lags

into the filtered data, so the time relationship with other events and

measurements in the crash test is maintained. Before smoothing, the velocity at

impact was set to 51.5 ft/s, the average velocity obtained from the laser speed

traps.
9

Figures 159 and 160 compare smoothed car-body velocities from the two

stationary cameras in the longitudinal and vertical directions, respectively.

4.3 MEASUREMENTS TAKEN AFTER TEST

4.3.1 Longitudinal and Vertical Distances (A-end = Impact End)

• Length of car from buffer beam to buffer beam = 79.89 ft

(Difference = 4.61 ft)

• Longitudinal distance from buff stop to body bolster, A-end = 2.25 ft

(Difference = 4.51 ft)

• Longitudinal distance from buff stop to body bolster, B-end = 6.72 ft

(Difference = 0.0 ft)

• Longitudinal distance between body bolsters = 57.17 ft

(Difference = 0.0 ft)

• Vertical distance between mid point of car (center sill) and a line

extending between body bolsters = 10.50 in.

(Difference = 0.16 in.)

• Vertical distance between buffer beam and a line extending between

body bolsters, A-end = 15.5 in.

(Difference = 2.13 in.)

• Vertical distance between buffer beam and a line extending between

body bolsters, B-end = 15.44 in.

(Difference = 0.0 in.)

Appendix B contains the complete longitudinal and vertical distances measured

before and after the impact test.

5.0 CONCLUSIONS

• The speed of the test car at impact was 35.1 mph. This was within 0.3%

of the desired speed of 35 mph.

• The crush measured about 4.5 feet from the reduction in length of the

vehicle after the test. The film analysis showed the maximum

displacement in the longitudinal direction of 5.5 feet. The

accelerometer data, double integrated, shows a maximum

displacement of about 5.5 feet. Both the film analysis and the

integrated accelerometer data include elastic deformation of the car

body. The test requirement was for at least 3 feet of crush.
10

• One of the Data Bricks (out of 12) did not trigger, and the 8 strain-gage

channels feeding signals into this Data Brick were lost. All these strain

gages were on the left hand side of the center sill. Apart from this, all

the strain gages provided information.

• The accelerometer at the front of the vehicle, center sill at position 1,

recorded a maximum longitudinal acceleration of 180 g before its cable

failed at 0.1 s. When this signal was filtered to SAE CFC 60 (Low-pass

filter with a cut-off frequency of 100 Hz), the peak acceleration was

reduced to 70 g.

• The maximum longitudinal acceleration recorded on the center sill was

434 g at position 2. When filtered to SAE CFC 60, the peak acceleration

reduced to 70 g.

• The maximum longitudinal acceleration of 734 g was recorded on the

right-side sill at position 1. When filtered to SAE CFC 60, the peak

acceleration reduced to 50 g.

• The 100-g accelerometers at both the left sill, position 1 (lateral), and

right sill at position 1 (lateral) saturated.

• The maximum vertical acceleration recorded on the center sill was

180 g at position 2. When filtered to SAE CFC 60, the acceleration

reduced to 51 g.

• The 200-g accelerometer at the right sill, position 1 (vertical), saturated

and the 50-g accelerometer at the right sill, position 2 (vertical), also

saturated.

• The string potentiometer at the B-end, right-hand side, failed. The

other three potentiometers measured vertical displacement across the

airbags. A maximum deflection of 3.5 inches was recorded on the Aend, right hand side transducer.

• All the video and film cameras successfully recorded the impact of the

test car from both sides, overhead, underneath, on board, and a

general view.

• The film was analyzed frame-by-frame, and the displacement and

velocity of the vehicle through the impact calculated. This provided an

independent check of the velocity and displacement during impact.

• The amount of energy absorbed by the vehicle on impact with the wall

was 3.06 x 106 ft.lb. (4.15 MJ)
11

Figures 3 through 188
12

Figure 3.

Figure 4.
13

Figure 5.

Figure 6.
14

Figure 7.

Figure 8.
15

Figure 9.

Figure 10.
16

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Figure 119.

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72

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73

Figure 125.

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Figure 132.

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78

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87

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Figure 166.
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Figure 180.
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Figure 182.
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Figure 183.

Figure 184.
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Figure 186.

Figure 185.
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Figure 188.

Figure 187.
A-1

APPENDIX A

 Test Implementation Plan for Single Car Dynamic Crush Test – 11/16/99

1.0 Purpose

To indirectly measure the force necessary to crush the main structure of the

passenger car at least a distance of three feet under dynamic crush conditions,

and measure material strains, structural accelerations and structural

displacements throughout the vehicle in sufficient quantity to allow correlation

with analytical predictions.

2.0 Requirements

To impact a single passenger car into a rigid barrier at a speed of 35 mph

(+ or – 2 mph).

3.0 Test Car

The test will be conducted on a Pioneer type commuter passenger car to be

provided by SEPTA.

The test car will be modified internally so that it is fitted with the following seats:

1. 3-place M-style (back row)

2. 3-place M-style (front row)

3. 2-place intercity seat without RS (back row)

4. 2-place intercity seat with lap and shoulder belts (front row)

5. 3-place rear-facing M-style

The following Anthropomorphic Test Devices (ATD) will be provided by Simula

and placed in the seats as indicated:

1. 3-place M-style (back row)

Hybrid III 50th - percentile in window seat

Hybrid II 50th - percentile in middle seat

Hybrid II 50th - percentile in aisle seat

2. 2-place intercity seat without RS (back row)

Hybrid III 95th – percentile in window seat

Hybrid III 95th – percentile in aisle seat

3. 2-place intercity seat with lap and shoulder belts (front row)

Hybrid III 5th – percentile in aisle seat

Hybrid III 95th – percentile in window seat
A-2

 4. 3-place rear-facing M-style

Hybrid III 95th – percentile in window seat

Hybrid III 95th – percentile in middle seat

Hybrid III 95th – percentile in aisle seat

Weights will be added to the test car so that it is brought up to AW0 condition

with the center of gravity in approximately the correct position.

4.0 Test Method

The test will be performed at TTC by impacting the test car into a rigid barrier at

a speed of 35 mph. This will be carried out by pushing the test car with a

locomotive and then releasing it and allowing it to roll down a constant gradient

slope into the rigid barrier. The release distance and the speed of the locomotive

at the release point will be determined from a series of calibration runs carried

out on a parallel track to the impact track. Both tracks have the same slope.

An on-board radar speed measuring system will be used for speed calibration of

the test car. The ambient temperature and wind speed will be measured during

the calibration tests and during the actual test. A laser speed trap will be used to

measure the speed of the test car just before impact.

On-board instrumentation will record accelerations, displacements and strains at

various points on the test car during the impact. High speed film cameras will be

used to record the impact.

5.0 Measured Items

The following items will be measured before the test:

1. Car length, measured from buffer-beam to buffer-beam.

2. Longitudinal distance from buff stop to body bolster, at both ends

of car.

3. Longitudinal distance between body bolsters.

4. Vertical distance between mid-point of car and a line extending

between body bolsters.

5. Vertical distance between buffer beam and a line extending

between body bolsters.

6. The weight of the test car.

7. The height of the center of gravity of the test car.

Strains and accelerations will be measured during the test using a battery

powered on-board data acquisition system which will provide excitation to the

strain gages and accelerometers, analog anti-aliasing filtering of the signals,

analog-to-digital conversion and recording. Data acquisition will be in

accordance with SAE J211/1,Instrumentation for Impact Tests (revised March

1995). Data from each channel will be recorded at a sample rate of 12,800 Hz. All
A-3

data will be synchronized with a time reference applied to all systems

simultaneously at the time of impact. The time reference will come from a

closure of a tape switch on the front of the test vehicle. The following items will

be measured during the test:

1. The speed of the car just before impact using a laser based speed

trap.

2. Longitudinal strains at draft sill, center sill, side sills and cant

rails (48 strain gages).

3. Acceleration of left and right side sills, draft sill and at the mid

point of each body bolster (35 accelerometers).

4. Acceleration of each truck (6 accelerometers)

5. Displacement across each secondary suspension (4 string

potentiometers)

This amounts to a total of 48 + 35 + 6 + 4 = 93 channels

High speed cameras will be used to record the impact. A reference signal will be

placed on the film so that analysis of the film after the event will give the velocity

of the vehicle during impact.

The following items will be measured after the test:

1. Car length, measured from buffer-beam to buffer-beam.

2. Longitudinal distance from buff stop to body bolster, at both

ends of car.

3. Longitudinal distance between body bolsters.

4. Vertical distance between mid-point of car and a line extending

between body bolsters.

5. Vertical distance between buffer beam and a line extending

between body bolsters.

6.0 Instrumentation

6.1 Strain measurements

Substantial crush of the car is expected to occur in the end of the car nearest the

rigid wall. Figure 6.1.1 schematically illustrates the areas of plastic deformation

that may potentially occur during the test. The side sills and cant rails are also

expected to have plastic deformations in corresponding areas.
A-4

Draft Sill Center Sill

Connection to 

Body Bolster

Areas of plastic 

deformation predicted with 

Finite-Element Analysis

Area of plastic deformation 

observed from equipment 

in Silver Spring accident

Figure 6.1.1 Potential areas of plastic deformation, draft sill and center sill.

Figure 6.1.2 shows the general arrangement of high-elongation (up to 20% strain)

strain gages intended to capture the plastic deformation of the end of the car

nearest the wall during the test. The strain gages are to be located on the draft

sill and center sill, the side sills, and the cant rails.

Underframe

Areas for High Elongation Strain Gage Locations

Roof Structure

Plan View

Figure 6.1.2 General Arrangement of High Elongation Strain Gages.

Figure 6.1.3 shows the detailed arrangement of the high elongation strain gages

on the left side draft sill and center sill. The strain gages shown along the lower

part of the sill are actually located on the bottom surface of the sill. Table 6.1.1.

lists the locations and strain gage types for all the strain gages on the draft sill

and center sill. A total of twenty one high elongation strain gages are to be used

on the draft sill and center sill.
A-5

Figure 6.1.3 Detailed arrangement of high elongation strain gages on the left side

of the draft sill and center sill.

Table 6.1.1 Strain gage location and type, Draft Sill and Center Sill

Location Strain Gage Channel

Center Sill Right -

1-Upper

CS-R-1-U

High Elongation

(200,000 maximum

strain)

1

CS-R-2-U High Elongation 2

CS-R-3-U High Elongation 3

CS-R-4-U High Elongation 4

CS-R-5-U High Elongation 5

CS-R-6-U High Elongation 6

CS-R-7-U High Elongation 7

CS-L-1-U High Elongation 8

CS-L-2-U High Elongation 9

CS-L-3-U High Elongation 10

CS-L-4-U High Elongation 11

CS-L-5-U High Elongation 12

CS-L-6-U High Elongation 13

CS-L-7-U High Elongation 14

CS-L-1-L High Elongation 15

CS-L-2-L High Elongation 16

CS-R-1-L High Elongation 17

CS-R-2-L High Elongation 18

CS-C-3-B High Elongation 19

CS-C-4-B High Elongation 20

CS-C-5-B High Elongation 21

CS-C-6-B High Elongation 22

CS-L-7-B High Elongation 23

CS-R-7-B High Elongation 24

Total Number of Channels 24
A-6

Figure 6.1.4. shows the detailed arrangement of the high elongation strain gages

on the left side sill. Table 6.1.2. lists the locations and strain gage types for all the

strain gages on the side sills. A total of twelve high elongation strain gages are to

be used on both side sills.

Side Sill 

(left shown)

Trap Door

High-Elongation Strain Gages

SS-L-1-L SS-L-2-L SS-L-3-L

SS-L-1-U SS-L-2-U SS-L-3-U

Figure 6.1.4 Detailed arrangement of high elongation strain gages on

the left side sill.

Table 6.1.2 Strain gage location and type, Side Sills

Location Strain Gage Channel

Side Sill Left –1-

Upper

SS-L-1-U

High Elongation

(200,000 maximum

strain)

1

SS-L-2-U High Elongation 2

SS-L-3-U High Elongation 3

SS-L-1-L High Elongation 4

SS-L-2-L High Elongation 5

SS-L-3-L High Elongation 6

SS-R-1-U High Elongation 7

SS-R-2-U High Elongation 8

SS-R-3-U High Elongation 9

SS-R-1-L High Elongation 10

SS-R-2-L High Elongation 11

SS-R-3-L High Elongation 12

Total Number of Channels 12

Figure 6.1.5 shows the detailed arrangement of the high elongation strain gages

on the left cant rail. Table 6.1.3 lists the locations and strain gage types for all the

strain gages on the cant rails. A total of twelve high elongation strain gages are

to be used on both cant rails.
A-7

Cant Rail

(left shown)

High-Elongation Strain Gages

CR-L-1-L CR-L-2-L CR-L-3-L

CR-L-1-U CR-L-2-U CR-L-3-U

Figure 6.1.5 Detailed arrangement of high elongation strain gages on

the left cant rail.

Table 6.1.3 Strain gage location and type, Cant rails

Location Strain Gage Channel

Cant Rail Left –1-

Upper

CR-L-1-U

High Elongation

(200,000 maximum

strain )

1

CR-L-2-U High Elongation 2

CR-L-3-U High Elongation 3

CR-L-1-L High Elongation 4

CR-L-2-L High Elongation 5

CR-L-3-L High Elongation 6

CR-R-1-U High Elongation 7

CR-R-2-U High Elongation 8

CR-R-3-U High Elongation 9

CR-R-1-L High Elongation 10

CR-R-2-L High Elongation 11

CR-R-3-L High Elongation 12

Total Number of Channels 12

Table 6.1.4 lists a summary of the structural members and the total number of

strain gages.

Table 6.1.4 Structural Members and Numbers of Strain Gages

Structural Member Number of Strain

Gages

Draft and Center Sills 24

Side Sills 12

Cant Rails 12

Total Number of Strain

Gages

48
A-8

6.2 Acceleration measurements

The car-body gross and flexible motions will be measured using accelerometers.

The gross motions of the car body are the longitudinal, lateral, and vertical

translational displacements, as well as the pitch, yaw and roll angular

displacements. The gross motions of the car shall be measured in or near the

operator’s control stand, and in the passenger volume. The flexible modes of

concern include vertical and lateral bending as well as torsional displacement

about axis of the car. Measurements of these motions are required to fully

characterize the secondary collision environment.

Figure 6.2.1 shows the location of the accelerometers schematically. Table 6.2.1

lists the accelerometer locations, accelerometer types, and data channels.

Figure 6.2.1 Schematic Diagram of Accelerometer Locations.
A-9

Table 6.2.1 Accelerometer measurements

Location Accelerometer Measurement Channel

C-1 Single axis Longitudinal 400g 1

C-2 Two axis Vertical 200g 2

Longitudinal 400g 3

C-3 Two axis Vertical 200g 4

Longitudinal 400g 5

C-4 Two axis Vertical 200g 6

Longitudinal 400g 7

Vertical 200g 8

Lateral 100g 9

R-1 Three axis

Longitudinal 1000g 10

Vertical 50g 11

Lateral 50g 12

R-2 Three axis

Longitudinal 400g 13

R-3 Two axis Vertical 200g 14

Lateral 100g 15

Vertical 100g 16

Lateral 50g 17

R-4 Three axis

Longitudinal 100g 18

Vertical 200g 19

Lateral 100g 20

R-5 Three axis

Longitudinal 400g 21

Vertical 200g 22

Lateral 100g 23

L-1 Three axis

Longitudinal 1000g 24

Vertical 50g 25

Lateral 50g 26

L-2 Three axis

Longitudinal 400g 27

L-3 Two axis Vertical 200g 28

Lateral 100g 29

Vertical 100g 30

Lateral 50g 31

L-4 Three axis

Longitudinal 100g 32

Vertical 200g 33

Lateral 100g 34

L-5 Three axis

Longitudinal 400g 35

Vertical 400g 36

Lateral 400g 37

B-1 Three axis

Longitudinal 400g 38

Vertical 400g 39

Lateral 400g 40

B-2 Three axis

Longitudinal 400g 41

All the accelerometers are critically damped. The accelerometers will be

calibrated prior to installation. The accelerometers posses natural frequencies

sufficiently high to meet the requirements of SAE J211/1, Instrumentation for
A-10

Impact Test (Revised MAR95), class 1000, which requires that the frequency

response is essentially flat to 1000 Hz.

6.3 String Potentiometers

Four string potentiometers will be fixed across each secondary suspension

between body bolster and bogie bolster to measure the relative vertical

displacement.

6.4 High-speed and real-time photography

Eight high-speed film cameras and three real-time video cameras will document

the impact test. Locations of the cameras appear in Fig. 6-3-1. Coverage and

frame rates appear in Table 6-3-1. Cameras 1,3,6 and 7 will view from just below

the top of the rail to just above the car-body. Thus the height of the view at the

side of the car-body will be approximately 12 ft, and the width of the view will

be approximately 18 ft. The cameras will be located approximately 25 ft away

from the side of the car-body that they are viewing, and about 5 ft from the front

of the barrier. The cameras are equipped with sights that allow the photographer

to view the expected image. Thus the final siting will be done at the time of

camera setup to achieve the views described above. Adjustments will be made, if

necessary, to the above distances to achieve the desired views.

A 100 Hz reference signal will be placed on the film so that accurate frame speed

can be determined for film analysis. An electronic signal generator provides the

calibrated 100-Hz pulse train to light emitting diodes (LEDs) in the high-speed

cameras. Illumination of the LEDs exposes a small red dot on the edge of the

film, outside the normal field of view. During film analysis, the precise film

speed is determined from the number of frames and fractions thereof that pass

between two adjacent LED marks. Battery powered on-board lights will

illuminate the on-board camera view. Battery packs use 30-v NiCad batteries.

One high-speed camera (No. 9) to be provided in the recess between rails to look

up at the end sill deformation during crash. Supplemental lighting will be

necessary to obtain good exposure.

Color negative film for the ground-based cameras will be Kodak 16-mm 7246,

ISO 250, for daylight on 100-ft spools. Film speed will be pushed in processing if

necessary to compensate for light conditions at test time. Film for the on-board

camera will be Kodak 16-mm 7249, ISO 500, for tungsten on 100-ft spools.

Four-in. diameter targets will be placed on the vehicle and the ground to

facilitate post-test film analysis to determine speed and displacement during the

test. The targets are divided into four quadrants with adjacent colors contrasting

to provide good visibility. Yellow and black are sometimes used, as are red and

white. The color scheme has not yet been finalized. At least three targets will be
A-11

placed on each side of the vehicle and the ground. During film analysis, the

longitudinal and vertical coordinates of the targets are determined from

projections on a film analyzer or ground glass plate on a frame-by-frame basis.

The distances between the targets, which are known from pre-test

measurements, provide distance reference information for the film analysis. The

differences in locations between vehicle-mounted targets and ground-based

targets quantify the motion of the vehicle during the test. By taking the position

differences between vehicle-mounted and ground-based targets, the effects of

film registration jitter in the high-speed cameras are minimized. The 100-Hz

LED reference marks provide an accurate time base for the film analysis. Test

vehicle position is determined directly as indicated above, and vehicle speed is

determined by dividing the displacement between adjacent frames by the time

difference between the adjacent frames. If necessary, smoothing is applied to the

displacement and speed data to compensate for digitization and other

uncertainties.
A-12

Fig. 6 -3-1 Camera placement

The on-board high-speed camera will be started automatically by a trip wire

attached to the test vehicle. On-board lights will be turned on before the vehicle

motion begins. When the trip wire engages a trip stake placed to start the

camera 102 ft before barrier contact, a relay will close energizing the camera. The

ground-based cameras will be started simultaneously from a central relay box

triggered manually when the front of the car body passes a mark 102 feet from

the barrier. This will allow about 2 seconds for the cameras to get up to speed

and to start filming the event. The cameras running at a nominal speed of 1000

frames per second will run for about four seconds before the100-ft film is entirely

exposed.

N

Barrier Face

10

4

V

9

1

2

3

6

7

8

5
A-13

Table 6-3-1 Camera information

No. Type Manufacturer

Model

Speed Coverage Location Lens

1 Video (S-VHS) Real Time Panning Ground

3 Film Hycam

41-0064

500fps Close Ground 25 mm

4 Video Digital Real Time Close Barrier 4.2-50.4 mm zoom

5 Film Hycam

41-0064

500 fps Close Barrier 10 mm

6 Video HI 8 Real Time Close Ground

7 Film Hycam

41-0064

500 fps Close Ground 25 mm

9 Film Locam –mirror 500 fps Close Under 8 mm

10 Film Milliken DBM55 500 fps Close OnBoard10 mm

6.5 Data Acquisition

Twelve 8 channel battery-powered on-board data acquisition systems will

provide excitation to the strain gages and accelerometers, analog anti-aliasing

filtering of the signals, analog-to-digital conversion, and recording. Data

acquisition will be in compliance with SAE J211. Data from each channel will be

recorded at 12,800 Hz. Parallel redundant systems will be used for all

accelerometer channels. Data recorded on the four systems will be synchronized

with a time reference applied to all systems simultaneously at the time of impact.

The time reference will come from closure of the tape switches on the front of the

test vehicle. The data acquisition systems are GMH Engineering Data Brick

Model II. Each Data Brick is ruggedized for shock loading up to at least 100 g.

On-board battery power will be provided by GMH Engineering 1.7 A-HR 14.4

volt NiCad Packs. Tape Switches, Inc., model 1201-131-A tape switches will

provide event markers.

Software in the Data Brick will be used to determine zero levels and calibration

factors rather than relying on set gains and expecting no zero drift.

6.6 Tape Switches

Tape Switches will be installed on the front of the vehicle in the leading contact

position. Closure of these switches at impact will indicate contact between the

test vehicle and the barrier. The switch closures will trigger each Data Brick. At

least 50 ms of pre-trigger data will be recorded. Separate Tape Switches will also

be attached at the front of the vehicle and at a corresponding location on the

barrier to fire flash bulbs and to synchronize film cameras. The tape switches will

be manufactured by Tapeswitch Corporation, model 1201-131-A. )
A-14

6.7 Speed Trap

A dual channel speed trap will accurately measure impact speed of the test

vehicle within 0.5 meter of the barrier. The speed trap is a GMH Engineering

Model 400, 4 Interval Precision Speed Trap with an accuracy of 0.1%. Passage of

a rod affixed to the vehicle will interrupt laser beams a fixed and known distance

apart. The first interruption starts a precision counter, and the second

interruption stops the counter. Speed is calculated from distance and time.

Tentatively, the rod will be attached at the aft end of the vehicle. Final rod

location will be determined prior to installation.

7.0 Test Procedure

(1) The car body will be modified internally with the appropriate seating

arrangement.

(2) Strain gages will be attached on the side sills and draft sills of the car

body.

(3) The car length will be measured from buffer beam to buffer beam. The

longitudinal distance from buff stop to body bolster will be measured at

both ends of the car. The longitudinal distance body bolsters will be

measured. The vertical distance between the mid-point of the car and a

line extending between body bolsters will be measured. The vertical

distance between buffer beam and a line extending between the body

bolsters will be measured.

(4) The mass of the car will be calculated by measuring the weight of each

end of the car on a weigh bridge (Elevation of the TTC = 5,013 ft., g = 32.14

ft/sec2

) .

(5) The vertical height of the center of gravity will be estimated using the

technique described in Appendix A.

(6) Speed calibration runs will be carried out using the test car. These will be

carried out on the PTT track, which is parallel to the track leading to the

barrier. This track has the same gradient as the track leading to the barrier

and both are tangent. The test car will pushed by a locomotive and then

released at points of varying distance from the crash barrier and allowed

to run freely down the slope. The speed of the test car will be measured as

it passes the crash barrier using a laser speed trap. These runs will be

carried out at different ambient temperatures and wind speeds. Having

passed the barrier, the test car will be stopped by a locomotive catching it

up, catching the coupler, and then slowing down and bringing it back to

the start point. A calibration chart of speed versus distance for different

ambient temperatures and wind speeds will be produced from these tests.

(7) Calibration runs will be carried out with the test car on the track leading

to the crash barrier in a similar manner to those described above except

that the vehicle will not be allowed to travel as far as the crash barrier. A

calibration chart of speed versus distance will be produced.
A-15

(8) The test equipment including the accelerometers and data acquisition

system will be mounted on the test vehicle. The strain gages will be

connected to the data acquisition system and tested.

(9) The cameras will be set up.

(10) The weight of the test car will be measured.

(11) A check on the calibration speed will be run on the PTT track.

(12) All instruments will be calibrated and a zero reading carried out.

(13) A trial low speed soft impact (less than 1 mph) of the test car will be

carried out into the barrier to confirm all the instruments work properly.

(14) The instruments will be re-calibrated, the Tape switches replaced and the

test car pulled back.

(15) The test car will be released at the appropriate distance from the barrier,

triggering the cameras and the instrumentation just before impact.

(16) After the test the longitudinal and vertical distances mentioned in

paragraph (3) will be re-measured.

(17) Visual inspection of the car body structure will be carried out.

Photographs will be taken of the car body.

8.0 Data Analysis

8.1 Data Post Processing

Each data channel will be offset adjusted in post processing. The procedure is to

average the data collected just prior to the test vehicle’s impact with the barrier

and subtract the offset from the entire data set for each channel. It is expected

that between 0.05 and 0.50 s of pre-impact data will be averaged to determine the

offsets. The precise duration of the averaging period cannot be determined with

certainty until the data are reviewed. The offset adjustment procedure assures

that the data plotted and analyzed contains impact-related accelerations and

strains but not electronic offsets or steady biases in the data. The post-test offset

adjustment is independent of, and in addition to, the pre-test offset adjustment

made by the data acquisition system.

Plots of all data channels recorded and combinations of data channels will be

produced as described below. Post-test filtering of the data will be accomplished

with a two-pass phaseless four-pole digital filter algorithm consistent with the

requirements of SAE J211. In the filtering process, data are first filtered in the

forward direction with a two-pole filter. The first pass of the filtering process

introduces a phase lag in the data. In the next pass, the data are filtered in the

reverse direction with the same filter. Because the data are filtered in the reverse

direction, a phase lead is introduced into the data. The phase lead of the reversedirection filtering cancels the phase lag from the forward-direction filtering. The

net effect is to filter the data without a change in phase with a four-pole filter.
A-16

8.2 Data Output

Every channel as recorded (raw data) will be plotted against time

The acceleration records during the impacts will be plotted against time

The longitudinal acceleration will be integrated and the derived velocity plotted

against time.

The longitudinal velocity will be integrated to give the crush displacement

against time.

The longitudinal accelerations at the center of gravity of the car body will be

averaged and multiplied by the mass of the car body to give the force against

time during the impact.

The strain gage time histories will be presented

All data recorded by the Data Bricks, and the derived values mentioned above,

will be presented to the client in digital form on a Zip disc as well as on paper.

The film from each side camera will be analyzed frame by frame and the velocity

during the impact calculated. A 100 Hz reference signal will be placed on the

film so that accurate frame speed can be determined for film analysis. An

electronic signal generator provides the calibrated 100-Hz pulse train to light

emitting diodes (LEDs) in the high-speed cameras. Illumination of the LEDs

exposes a small red dot on the edge of the film, outside the normal field of view.

During film analysis, the precise film speed is determined from the number of

frames and fractions thereof that pass between two adjacent LED marks.

The amount of energy absorbed by the vehicle on impact with the rigid barrier

(E) will be calculated from the speed of the car just before impact (V0

) and the

mass of the test car (m), according to the formula:

E = 1⁄2. m.V0

2

The longitudinal and vertical distances measured before and after the test will be

presented in tabular form.

All the data output described in this section will be presented in a report and

submitted to the FRA. The report will also contain general information about the

crash test and describe how it was conducted.

9.0 Safety

All Transportation Technology Center, Inc. (TTCI) safety rules will be observed

during the preparation and performance of the crash tests. All personnel

participating in the tests will be required to comply with these rules when

visiting the TTC, including wearing appropriate personal protective equipment.

A safety briefing for all test personnel and visitors will be held prior to testing.
A-17

APPENDIX A (of Appendix A)

To Obtain Vertical Height of Center of Gravity of Car Body

1. Remove secondary suspension dampers between bolster and car body.

2. Mount tri-axial accelerometers at the top and bottom of each end of the

car body.

3. Carry out a car-body resonance test to excite each of the rigid body

modes, shown below, in turn. (Shake and Bake Test). Record the

frequency of each mode.

4. Calculate the vertical center of gravity height

UPPER CENTER ROLL

LOWER CENTER ROLL

YAW

PITCH

BOUNCE

TOP VIEW 

SIDE VIEW 

SIDE VIEW 

END VIEW 

END VIEW 
A-18
B-1

APPENDIX B

PRE- AND POST-TEST LONGITUDINAL AND

 VERTICAL MEASUREMENTS

(A-End = Impact End)

Measurements Pre-Test (Measurements Post-Test)

Wheel Base

A-End Left 8.51 ft (8.51 ft) B-End Left 8.48 ft (8.48 ft)

A-End Right 8.5 ft (8.5 ft) B-End Right 8.48 ft (8.48 ft)

Truck Spacing (Pre-test)

Left 59.40 ft Right 59.42 ft

Height of Air spring Center to Rail (Pre-test)

A-End Left 38.13 inches B-End Left 37.0 inches

A-End Right 37.25 inches B-End Right 37.5 inches 
B-2
C-1

APPENDIX C

To Obtain Vertical Height of Center of Gravity of Car Body

On Saturday November 14th, a characterization test was performed on the SEPTA

car that was subsequently used for the impact test. The objective of the characterization

test was to provide an estimate of the center of gravity height of the vehicle.

Two different methods were used for performing the characterization test. Initially, a

standard “Shake and Bake” test method was used, which involved hand excitation of the

vehicle. This provided a measure of all of the car on secondary suspension modal

frequencies other than upper center roll, which we were unable to excite.

Subsequently, the vehicle was excited using a forklift truck as the means of excitation.

Tests were done with excitation in the vertical and lateral directions at one end of the car.

The method of excitation involved an initial displacement of the vehicle on its secondary

suspension using the forklift truck followed by a rapid release. The ensuing oscillation of

the car was measured using six carefully located accelerometers. For both test methods,

the rotary lateral dampers were removed from the vehicle.

The accelerometer time histories were combined to provide outputs in each of the

principal car body degrees of freedom. Car body modal frequencies were determined

through an FFT analysis of the degree of freedom time histories. The modal frequencies

that were obtained by this method were in close agreement with those produced by the

traditional “Shake and Bake” method. However, the upper center roll mode and the

longitudinal mode were also excited using the forklift truck, whereas, they could not be

excited by hand excitation. The reason for the difficulty with the upper center roll mode

is the close proximity of the frequencies of the pitch, yaw and upper center roll modes.

The measured frequencies are shown in Table A.1.

Table A.1. Measured Car Body Modal Frequencies

Mode Frequency(Hz)

Longitudinal 2.50

Bounce 1.19

Pitch 1.28

Yaw 1.25

Upper Center Roll 1.30

Lower Center Roll 0.57

The total car weight determined by weighing was 74,289 lb. The weight of each truck

was initially estimated to be 12,700 lb. This gave a car body weight of 48,889 lb.

A number of different cases were considered to estimate the car body CG height. For

Case 1, because the hand brake was applied on one truck, it was assumed that the
C-2

longitudinal frequency was due to the car body mass on a longitudinal stiffness provided

by the traction rods and shear of the air springs on one truck.

Using these assumptions, the car body mass and inertia properties and secondary

suspension characteristics that were derived from the measured frequencies are as

follows:

Case 1:

Car Body weight = 126.63 lb-sec^2/in

Car Body Roll Inertia = 556,300 lb-in-sec^2

Car Body Pitch & Yaw Inertia = 13,910,000 lb-in-sec^2

Secondary Vertical Stiffness = 1,770 lb/in per spring

Secondary Lateral Stiffness = 1,375 lb/in per spring

Traction Rod Longitudinal Stiffness = 13,000 lb/in

This gave a car body CG height of 39.2 in above the secondary suspension roll center

height. The secondary suspension roll center height was determined by measurement to

be approximately 37.5 in above rail. Therefore, the car body CG is estimated to be 76.7

in above rail.

For Case 2, the longitudinal frequency is assumed to be due to the longitudinal stiffness

provided by the traction rods and shear of the air springs on both trucks, the following

mass and stiffness characteristics were derived:

Case 2:

Car Body weight = 126.63 lb-sec^2/in

Car Body Roll Inertia = 663,000 lb-in-sec^2

Car Body Pitch & Yaw Inertia = 13,910,000 lb-in-sec^2

Secondary Vertical Stiffness = 1,770 lb/in per spring

Secondary Lateral Stiffness = 1,560 lb/in per spring

Traction Rod Longitudinal Stiffness = 4,700 lb/in

This gave a car body CG height above rail of 72.7 in.

For Case 3, the traction rod longitudinal stiffness is neglected in the analysis, then the

following mass and stiffness characteristics were derived:

Case 3:

Car Body weight = 126.63 lb-sec^2/in

Car Body Roll Inertia = 716,000 lb-in-sec^2

Car Body Pitch & Yaw Inertia = 13,910,000 lb-in-sec^2

Secondary Vertical Stiffness = 1,770 lb/in per spring

Secondary Lateral Stiffness = 1,665 lb/in per spring

Traction Rod Longitudinal Stiffness = 0 lb/in

This gave a car body CG height above rail of 69.7 in.
C-3

The sensitivity of the car body CG height estimate to car body weight was also

investigated. This was necessary because the car body weight that was used was based

on an estimated truck weight. It proved to be too difficult to remove one of the trucks

from the vehicle to obtain an accurate truck weight. To determine the sensitivity of car

body CG height to car body weight, the car body weight was varied up by 10% for Case

4 and down by 10% for Case5. The traction rod stiffness was neglected.

The following mass and stiffness properties were derived for these cases:

Case 4:

Car Body weight = 139.29 lb-sec^2/in

Car Body Roll Inertia = 728,000 lb-in-sec^2

Car Body Pitch & Yaw Inertia = 15,300,000 lb-in-sec^2

Secondary Vertical Stiffness = 1,950 lb/in per spring

Secondary Lateral Stiffness = 1,830 lb/in per spring

Traction Rod Longitudinal Stiffness = 0 lb/in

This gave a car body CG height above rail of 69.7 in.

Case 5:

Car Body weight = 113.97 lb-sec^2/in

Car Body Roll Inertia = 596,000 lb-in-sec^2

Car Body Pitch & Yaw Inertia = 12,5200,000 lb-in-sec^2

Secondary Vertical Stiffness = 1,590 lb/in per spring

Secondary Lateral Stiffness = 1,500 lb/in per spring

Traction Rod Longitudinal Stiffness = 0 lb/in

This gave a car body CG height above rail of 69.7 in.

The results from Cases 4 and 5 indicate that the car body CG height estimate is not

sensitive to car body weight within a reasonable range of uncertainty.

A summary of the above results is given in Table A.2

Table A.2. Car Body CG Height Estimates.

Case Car Body CG Height above Rail (in)

1 76.7

2 72.7

3 69.7

4 69.7

5 69.7

One other uncertainty in the analysis is associated with the air spring arrangement on the

Budd Pioneer trucks used on this vehicle. The two air springs on each truck have

separate reservoir volumes and a common leveling valve. There is an air passage
C-4

between each air spring and its own reservoir and the reservoir associated with the

adjacent air spring. The rate of air flow along each of these passageways is controlled by

orifices. As a result of this arrangement, there will be air flowing between adjacent

airsprings when the vehicle is rolling. The flow rate will tend to be higher at lower

frequencies and will probably be most significant at the lower center roll frequency,

which is only 0.57 Hz.

This air spring arrangement could not be properly modeled because neither the air spring

and reservoir volumes nor the orifice sizes were known. These parameters could only

have been determined by disassembling a truck, which was considered to be too difficult.

Accordingly, the vehicle model used to make the estimates of car body CG height

discussed previously, assumed that the air springs were not interconnected. This situation

is likely to have caused the CG height estimate to be somewhat higher than is actually the

case.
D-1

APPENDIX D

Strain Gage Results for the Complete

Range Recorded

-0.1s TO 1.4 s SAE CFC1000 Hz
D-2

Figure D.1.

Figure D.2.
D-3

Figure D.3.

Figure D.4.
D-4

Figure D.5.

Figure D.6.
D-5

Figure D.7.

Figure D.8.
D-6

Figure D.9.

Figure D.10.
D-7

Figure D.11.

Figure D.12.
D-8

Figure D.13.

Figure D.14.
D-9

Figure D.15.

Figure D.16.
D-10

Figure D.17.

Figure D.18.
D-11

Figure D.19.

Figure D.20.
D-12

Figure D.21.

Figure D.22.
D-13

Figure D.23.

Figure D.24.
D-14

Figure D.25.

Figure D.26.
D-15

Figure D.27.

Figure D.28.
D-16

Figure D.29.

Figure D.30.
D-17

Figure D.31.

Figure D.32.
D-18

Figure D.33.

Figure D.34.
D-19

Figure D.35.

Figure D.36.
D-20

Figure D.37.

Figure D.38.
D-21

Figure D.39.

Figure D.40.
D-22
E-1

APPENDIX E

Accelerations for the Complete

Range Recorded

-0.1s TO 1.4 s
E-2

Figure E.1.

Figure E.2.
E-3

Figure E.3.

Figure E.4.
E-4

Figure E.5.

Figure E.6.
E-5

Figure E.7.

Figure E.8.
E-6

Figure E.9.

Figure E.10.
E-7

Figure E.11.

Figure E.12.
E-8

Figure E.13.

Figure E.14.
E-9

Figure E.15.

Figure E.16.
E-10

Figure E.17.

Figure E.18.
E-11

Figure E.19.

Figure E.20.
E-12

Figure E.21.

Figure E.22.
E-13

Figure E.23.

Figure E.24.
E-14

Figure E.25.

Figure E.26.
E-15

Figure E.27.

Figure E.28.
E-16

Figure E.29.

Figure E.30.
E-17

Figure E.31.

Figure E.32.
E-18

Figure E.33.

Figure E.34.
E-19

Figure E.35.

Figure E.36.
E-20

Figure E.37.

Figure E.38.
E-21

Figure E.39.

Figure E.40.
E-22

Figure E.41.
F-1

Displacements for the Complete

Range Recorded

-0.1s TO 1.4 s
F-2

Figure F.1.

Figure F.2.
F-3

Figure F.3.

Figure F.4.
Acknowledgments

This work was performed as part of the Equipment Safety Research Program

sponsored by the Office of Research and Development of the Federal Railroad

Administration. Tom Tsai, Program Manager, and Claire Orth, Division Chief,

Equipment and Operating Practices Division, Office of Research and

Development, Federal Railroad Administration, supported this effort. Gunars

Spons, Director, Transportation Test Center, Federal Railroad Administration,

directed and coordinated the activities of all the parties involved in the test.

Dave Tyrell, Program Manager, Volpe National Transportation Systems

Center, coordinated technical requirements. Caroline Van Ingen-Dunn, Senior

Engineer, Simula Technologies, Inc., implemented the occupant protection tests.

Ed Murphy, Chief Mechanical Officer, Southeastern Pennsylvania Transit

Authority (SEPTA), arranged for the donation of the cars in the test effort. Doug

Karan of Amtrak arranged for the donation of the intercity passenger seats.

Gordon Campbell, Senior Engineer, LDK Engineering, Inc., arranged for a copy

of the Pioneer car structural drawings from Bombardier, Inc. Tom Peacock of the

American Public Transit Association coordinated the test with members of the

passenger rail transportation industry. TTCI employees Kenneth Laine, Martin

Schroeder, and Wayne Stadler were very instrumental in the success of this

program.