U.S. Department of 

Transportation

Federal Railroad 

Administration

High-Speed and Intercity Passenger Rail 

Testing Strategy

Office of Research

and Development

Washington, DC 20590

DOT/FRA/ORD-13/26 Final Report

May 2013
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Technical Report

4. TITLE AND SUBTITLE

High-Speed and Intercity Passenger Rail Testing Strategy

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6. AUTHOR(S) Task Order 261

Matthew Witte, Robert Swearingen, Nicholas Wilson, and Robert Fries

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

Transportation Technology Center, Inc., a subsidiary of Association of American Railroads

55500 DOT Road

Pueblo, Colorado

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U.S. Department of Transportation 

Federal Railroad Administration

Office of Research and Development

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DOT/FRA/ORD-13/26

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Program Manager: Luis Maal

12a. DISTRIBUTION/AVAILABILITY STATEMENT

This document is available to the public through the FRA Web site at http://www.fra.dot.gov.

12b. DISTRIBUTION CODE

13. ABSTRACT (Maximum 200 words)

This high-speed and intercity passenger rail (HSIPR) testing strategy addresses the requirements for testing of high-speed train 

sets and technology before introduction to the North American railroad system. The report documents the results of a survey of

industry stakeholders on the requirements for testing HSIPR technologies worldwide. The report identifies all testing required for 

development of new technologies, assurance of existing technologies, characterization of new designs, and qualification of 

equipment. The report identifies the potential locations for each type of testing and evaluates the shortcomings, if any, of those 

test locations. The report includes rough order of magnitude (ROM) estimates of investment and operational test costs. It also 

provides ROM estimates of investment costs necessary to improve resources at Transportation Technology Center (TTC) so that 

researchers can test very high-speed rail (HSR) equipment. At a minimum, a high-speed siding and a body structural test facility

should be added at TTC to meet the testing requirements of HSR for the United States. 

14. SUBJECT TERMS

high-speed passenger rail, very high speed passenger rail, qualification testing, acceptance 

testing, vehicle track interaction, vehicle dynamics, characterization testing, durability testing, 

reliability testing

15. NUMBER OF PAGES

81

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NSN 7540-01-280-5500 Standard Form 298 (Rev. 2-89)

Prescribed by ANSI Std. 239-18

298-102
ii

METRIC/ENGLISH CONVERSION FACTORS

ENGLISH TO METRIC METRIC TO ENGLISH

LENGTH (APPROXIMATE) LENGTH (APPROXIMATE)

1 inch (in) = 2.5 centimeters (cm) 1 millimeter (mm) = 0.04 inch (in)

1 foot (ft) = 30 centimeters (cm) 1 centimeter (cm) = 0.4 inch (in)

1 yard (yd) = 0.9 meter (m) 1 meter (m) = 3.3 feet (ft)

1 mile (mi) = 1.6 kilometers (km) 1 meter (m) = 1.1 yards (yd)

1 kilometer (km) = 0.6 mile (mi)

AREA (APPROXIMATE) AREA (APPROXIMATE)

1 square inch (sq in, in2) = 6.5 square centimeters (cm2) 1 square centimeter (cm2) = 0.16 square inch (sq in, in2)

1 square foot (sq ft, ft2) = 0.09 square meter (m2) 1 square meter (m2) = 1.2 square yards (sq yd, yd2)

1 square yard (sq yd, yd2) = 0.8 square meter (m2) 1 square kilometer (km2) = 0.4 square mile (sq mi, mi2)

1 square mile (sq mi, mi2) = 2.6 square kilometers (km2) 10,000 square meters (m2) = 1 hectare (ha) = 2.5 acres

1 acre = 0.4 hectare (he) = 4,000 square meters (m2)

MASS - WEIGHT (APPROXIMATE) MASS - WEIGHT (APPROXIMATE)

1 ounce (oz) = 28 grams (gm) 1 gram (gm) = 0.036 ounce (oz)

1 pound (lb) = 0.45 kilogram (kg) 1 kilogram (kg) = 2.2 pounds (lb)

1 short ton = 2,000 pounds 

(lb)

= 0.9 tonne (t) 1 tonne (t) =

=

1,000 kilograms (kg)

1.1 short tons

VOLUME (APPROXIMATE) VOLUME (APPROXIMATE)

1 teaspoon (tsp) = 5 milliliters (ml) 1 milliliter (ml) = 0.03 fluid ounce (fl oz)

1 tablespoon (tbsp) = 15 milliliters (ml) 1 liter (l) = 2.1 pints (pt)

1 fluid ounce (fl oz) = 30 milliliters (ml) 1 liter (l) = 1.06 quarts (qt)

1 cup (c) = 0.24 liter (l) 1 liter (l) = 0.26 gallon (gal)

1 pint (pt) = 0.47 liter (l)

1 quart (qt) = 0.96 liter (l)

1 gallon (gal) = 3.8 liters (l)

1 cubic foot (cu ft, ft3) = 0.03 cubic meter (m3) 1 cubic meter (m3) = 36 cubic feet (cu ft, ft3)

1 cubic yard (cu yd, yd3) = 0.76 cubic meter (m3) 1 cubic meter (m3) = 1.3 cubic yards (cu yd, yd3)

TEMPERATURE (EXACT) TEMPERATURE (EXACT)

[(x-32)(5/9)] °F = y °C [(9/5) y + 32] °C = x °F

QUICK INCH - CENTIMETER LENGTH CONVERSION

0 1 2 3 4 5

Inches

Centimeters 0 1 2 3 4 5 6 7 8 9 10 11 12 13

QUICK FAHRENHEIT - CELSIUS TEMPERATURE CONVERSIO

 -40° -22° -4° 14° 32° 50° 68° 86° 104° 122° 140° 158° 176° 194° 212°

 

°F

 °C -40° -30° -20° -10° 0° 10° 20° 30° 40° 50° 60° 70° 80° 90° 100°

For more exact and or other conversion factors, see NIST Miscellaneous Publication 286, Units of Weights and 

Measures. Price $2.50 SD Catalog No. C13 10286 Updated 6/17/98
iii

Contents

Executive Summary........................................................................................................................ 1

1 Introduction ............................................................................................................................. 2

1.1 Background........................................................................................................................ 2

1.2 Objectives.......................................................................................................................... 3

1.3 Overall Approach .............................................................................................................. 3

1.4 Scope ................................................................................................................................. 3

1.5 Organization of the Report ................................................................................................ 3

2 Testing Requirements.............................................................................................................. 5

2.1 Rolling Stock..................................................................................................................... 5

2.2 Infrastructure ..................................................................................................................... 7

3 Testing Strategy....................................................................................................................... 9

3.1 Developing Standards and Specifications......................................................................... 9

3.2 Research and Development ............................................................................................... 9

3.3 Technology Demonstration ............................................................................................. 10

3.4 Vehicle and Component Qualification ............................................................................ 10

3.5 Model Validation............................................................................................................. 11

3.6 Speed Ranges................................................................................................................... 11

3.7 Recommended Testing Locations ................................................................................... 12

4 Costs...................................................................................................................................... 26

5 Analysis – Testing Priorities ................................................................................................. 27

5.1 Raising Maximum Test Speed......................................................................................... 27

5.2 High-Speed Siding........................................................................................................... 27

5.3 Shared Track Facility ...................................................................................................... 28

5.4 Catenary Upgrade............................................................................................................ 29

5.5 Passenger Car Structural Test Facility ............................................................................ 30

6 Conclusions........................................................................................................................... 32

7 References............................................................................................................................. 33

Bibliography ............................................................................................................................. 33

Appendix A. HSR Tests by Type for Testing Strategy ............................................................... 35

Appendix B. Proposals to Upgrade RTT at TTC including ROM Cost Estimates..................... 70

Abbreviations and Acronyms ....................................................................................................... 74
iv

Illustrations

Figure 1. Emerging Megaregions (Source: National Rail Plan) (1)............................................. 2

Figure 2. C&TC Configuration on High-Speed Siding Track to RTT ........................................ 28

Figure 3. Existing Compound Catenary at TTC.......................................................................... 29

Figure 4. Simple Catenary System............................................................................................... 30
v

Tables

Table 1. Estimates of New Equipment Requiring Qualification Testing – 2010 to 2020 ............. 6

Table 2. Infrastructure Development Needs.................................................................................. 7

Table 3. FRA Track Research Division’s Major Programs and Projects.................................... 10

Table 4. Testing Locations – Locomotive/Power Car Characterization Testing......................... 13

Table 5. Testing Locations – Locomotive/Power Car Qualification Testing .............................. 14

Table 6. Testing Locations – Passenger Vehicle Characteristic Testing..................................... 15

Table 7. Testing Locations – Passenger Vehicle Qualification Testing ...................................... 16

Table 8. Testing Locations – Track and Infrastructure Testing................................................... 17

Table 9. Testing Locations – Systems Testing ............................................................................ 18

Table 10. Testing That Can Be Performed at an Engineered Railroad Testing Facility (TTC) .. 20

Table 11. Testing That Can Be Performed on Existing Revenue Service Corridors................... 22

Table 12. Testing That Can Be Performed on the New HSR Corridor ....................................... 23

Table 13. Testing That Can Be Performed at the Factory or a Component Testing 

Laboratory............................................................................................................................. 24

Table 14. Prioritized Testing and Investment Cost Schedule ...................................................... 31
1

Executive Summary

The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) tasks Amtrak and the 

Department of Transportation, the Federal Railroad Administration (FRA), States, and other 

stakeholders to improve the U.S. passenger rail network. The vision for this network includes 

high-speed and intercity passenger rail (HSIPR) service throughout the country. Safe, reliable 

HSIPR networks exist around the world, and the United States is poised to benefit from these 

established technologies. International HSIPR systems can be adapted to work with and enhance 

the U.S. railroad network, but foreign technologies must be assessed before introduction to the 

North American rail network. A well planned testing strategy will ensure safety and reliability. 

This report outlines such a testing strategy.

A well-designed testing strategy meets the technological and regulatory requirements at the 

lowest cost. The Transportation Technology Center, Inc. (TTCI), addressed those requirements 

by surveying industry, regulatory agencies, government, and other stakeholders to ascertain what 

is essential to a good strategy. The survey revealed testing requirements to characterize 

components, to qualify vehicles and infrastructure for service, to research and develop new 

technologies, and to ensure durability and reliability of railway operations. TTCI also assessed 

the locations for testing. Generally, testing will be conducted on existing/updated revenue 

service routes at an engineering test facility such as FRA’s Transportation Technology Center

(TTC) in Pueblo, CO, as the new corridors are built or at dedicated test laboratories. 

Recommendations and comments on where to perform each test are included in this report. It

also provides rough order of magnitude (ROM) cost estimates such as investment costs and dayto-day costs for the various testing options. The report also addresses upgrading the TTC facility

to include a body structural test facility and a high-speed siding on the Railroad Test Track 

(RTT) as outlined in a companion report, Needs Assessment – Railroad Test Track Siding 

Options for High-Speed Testing. 
2

1. Introduction

The need to test new rail equipment and infrastructure components increased dramatically after 

Congress awarded $8 billion to fund HSIPR projects under the American Recovery and 

Reinvestment Act (or the economic stimulus package) of 2009. Such testing will ensure new and 

improved HSIPR operations are safe, efficient, and reliable. This report proposes a strategy for 

HSIPR testing. 

1.1 Background

The PRIIA expands the U.S. passenger rail network by tasking the U.S. Department of 

Transportation, FRA, and other stakeholders to improve service, operations, and facilities for 

high-speed rail (HSR) in the United States. Safe, reliable HSR networks exist in countries 

around the world, and the United States is poised to benefit from these established technologies. 

However, these technologies will need to be assessed before they are introduced into the 

country’s existing railroad infrastructure. This report proposes a testing strategy to perform this 

assessment.

The investment required to bring HSR to the United States is substantial. The network will start 

with localized services that will grow to connect larger regions. Figure 1 shows the emerging 

megaregions that will ultimately make up the HSR network in the United States. It may 

ultimately take decades to complete the network. Planning, testing, and careful execution are 

required for success.

Figure 1. Emerging Megaregions (Source: National Rail Plan) (1)
3

1.2 Objectives

The objective of this report is to propose a strategy for HSIPR testing in the United States. The 

intention is to describe the types of testing that are required and the most cost-effective location 

for performing those tests. 

1.3 Overall Approach

The HSIPR testing strategy has been developed by consultation with the U.S. railroad industry. 

Input was solicited from Class I freight railroads, Amtrak, HSR authorities, and equipment and 

component suppliers. Detailed questionnaires were circulated, and test plan documentation was 

shared by the stakeholders. TTCI also conducted a review and comparison of FRA and 

international HSR railroad standards under separate contract (1). The standards review and 

comparison helps to ensure that all of the testing requirements were met (2). 

1.4 Scope 

The testing strategy covers equipment and infrastructure including the following: 

• Rolling stock 

• Inspection equipment 

• Track and structures 

• Overhead electrification 

• Signaling and train control 

• Noise and vibration 

• Aerodynamics

Testing for crashworthiness is considered only briefly; specifications for crashworthiness are still 

being developed. Likewise, laboratory testing of materials and components is not considered 

because it is not unique to HSR. The test locations suggested are limited to those within the 

United States. 

This strategy report does not authorize any new FRA regulations or authorize changes to any 

existing ones. Although this summary of information was gathered on behalf of FRA, it is not a 

regulatory document. Where possible, the strategy does look ahead to accommodate regulatory 

changes anticipated for HSIPR.

1.5 Organization of the Report

Appendix A shows spreadsheets that summarize the details of the tests typically required for 

characterization and qualification of HSIPR equipment. Research testing and durability testing 

are also considered because of their vital role in HSR operations. This appendix provides a 

foundation to understanding the breadth and scope of the individual tests.

Section 2 describes the testing requirements and identifies the features required of the testing 

facilities. The main subsections of Section 2 cover equipment and infrastructure.

Section 3 describes the testing strategy. Subsections give details about the different types of 

testing: developing standards, research and development, technology demonstration, and 

qualification.
4

The rest of the report is organized as follows: Section 4, ROM cost estimates for the different 

types of testing; Section 5, an analysis that prioritizes the testing based on the cost and economic/

technical impact; and Section 6, conclusions that can be drawn from this work.
5

2. Testing Requirements

Testing of HSIPR equipment is performed to ensure safe and reliable operation during revenue 

service. Such testing requires replicating the service environment conditions for the component 

in question. This service environment may be the actual service setting, or it may be represented 

by surrogates, depending on the component and the objectives of the test. For example, testing 

of rolling stock can take place on the intended corridor, or it may take place at an engineered test 

facility such as FRA’s TTC in Pueblo, CO. Likewise, testing of infrastructure components can 

take place in existing service corridors, or components can be tested at a dedicated engineered 

test facility such as the test tracks at TTC. Section 2 will investigate the specific requirements 

for testing of all elements of the HSR system from rolling stock to the track and infrastructure 

it rides.

2.1 Rolling Stock

Rolling stock types vary with the intended service. Speed, passenger comfort, and capacity all 

affect design, as well as regulatory guidelines and operating environment (maximum speed of 

operation). Thus, testing requirements will vary with the specific rolling stock under test and the 

type of test. For example, segments of track suitable to test a train at 150 mph may not be 

suitable for testing at 220 mph because of cant limits. In addition, the intent of each test affects 

the way it is performed and what data is required. For example, component characterization tests 

have different objectives than qualification testing of the same component and thus may require 

different facilities to perform them. The following sections consider the testing of rolling stock

and the requirements specific to each test type and each equipment type.

2.1.1 Developing Standards and Specifications

The Code of Federal Regulations (CFR) is FRA’s published safety standards for Tier I (125 mph 

maximum) and Tier II (150 mph maximum) equipment (49 CFR 238). These standards have 

been used to specify and procure equipment operating up to 150 mph in the United States. They 

continue to be developed under the Railway Safety Advisory Committee (RSAC) process. 

The current notice of proposed rulemaking for vehicle-track interaction safety has new limits for 

equipment performance (3). These limits have been derived from testing at speeds up to 

150 mph. Extrapolation to higher speeds is accomplished with computer modeling up to the

maximum speeds of interest. There is a need to validate the modeling at high cant deficiencies 

and at speeds above 150 mph.

The safety margin allows for variations in track quality and suspension condition, and 

uncertainties in modeling. Quantifying the margin of safety becomes more important as train 

speeds increase. The safety margin can be quantified by testing.

The Association of American Railroads’ (AAR) Manual of Standards of Recommended 

Practices Chapter XI tests define acceptable limits for vehicle dynamic behavior of freight trains 

negotiating a series of prescribed inputs (4). Similarly, FRA’s minimally compliant analytical 

track (MCAT) specifies the track irregularities high-speed trains must be able to safely negotiate. 

Testing on track segments that include precise track irregularities is required for validating 

computer simulation models.
6

2.1.2 Research and Development

Suppliers have indicated a need to perform tests as they develop new equipment for the U.S.

HSIPR market. Assessing equipment development is usually best done at a test facility that is 

not in service operation. For example, the Acela train underwent extensive testing at TTC prior 

to its introduction for service on the Northeast Corridor. Access to a test track allows cycles of 

modification and testing to be repeated without having to wait for slots in the service timetable. 

Car builders reported on their questionnaires a shortage of time (opportunity) to test vehicles 

during the development cycle. It may be advantageous to require by regulation a minimum 

amount of testing of new HSR equipment before using it in revenue service.

2.1.3 Vehicle Qualification

Rolling stock that has no previous U.S. service history may be specified for use on very highspeed corridors such as those proposed in California (220 mph). This new equipment is likely to 

be modified from existing high-speed equipment operating elsewhere in the world. Whether the 

equipment is a modification to existing designs or an entirely new design, FRA regulations will 

require qualification testing before introduction to revenue service.

Rolling stock for States that are planning operating speed upgrades to 125 mph could be all new 

or be based on equipment with an existing qualification. For example, a Spanish Talgo model 

that is certified to 124 mph internationally is qualified to operate only at 79 mph in Washington 

State, although this limitation is due to train control issues rather than dynamic performance. In

any case, FRA will require qualification tests whenever speed is to exceed 90 mph for operation 

in the United States. 

The PRIIA Section 305 Committee is currently developing specifications for the next generation 

of passenger equipment. The specifications require testing of any equipment designed to meet 

these requirements.

Table 1 shows estimates for the number of different types of high-speed equipment that are 

expected from 2010 to 2020. These numbers were interpolated from data received from the 

American Public Transportation/International Union of Railways (APTA/UIC) HSR Practicum 

of May 3–5, 2011, in Baltimore, MD. The order in which these are delivered and the speeds at 

which they are expected to run will significantly affect the overall testing strategy. The testing 

strategy needs to regard the importance and order of equipment introductions.

Table 1. Estimates of New Equipment Requiring Qualification Testing – 2010 to 2020

Type Maximum

Speed (mph) Low High

Very High Speed (train sets) 220 1 20

High Speed (train sets) 186 1 60

Next-Generation Bilevel Car (cars) 125 1 80

Next-Generation Single-Level Car (cars) 125 1 100

Next-Generation Train Set (train sets) 125 1 50

Next-Generation Nonelectric Locomotive (cars) 125 1 50

Next-Generation Multiple Unit (train sets) 125 1 50

*NOTE: High estimates based on data from APTA/UIC HSR Practicum; estimates will depend on projects approved.
7

The qualification process requires a combination of full-scale testing and computer modeling. 

The computer models are validated by comparing analytical results with test results. Validation 

requires accurate knowledge of the track geometry inputs and vehicle parameters, and these

measurements are also part of the testing strategy. 

2.1.4 Technology Demonstration

Equipment suppliers with products in high-speed operation elsewhere in the world may be

required to demonstrate performance in the U.S. revenue service environment. The operating 

conditions may be worse than those for which the equipment was originally designed. 

Demonstration testing would provide data to either ensure safe operation or make modifications 

to ensure safe operation.

2.2 Infrastructure

2.2.1 Developing Standards and Specifications

FRA has published safety standards for track in several classes up to a maximum train operating 

speed of 220 mph (49 CFR 213) (5). The RSAC process continues to develop these standards.

The current Federal notice of proposed rulemaking for vehicle-track interaction safety has new 

limits for track geometry irregularities for Class 6 and above (3). These limits were derived from

testing up to 150 mph and through computer modeling above 150 mph up to the maximum 

speed. There is a need to validate the modeling at high cant deficiencies and at speeds above

150 mph.

Also, standards are required for the alignment of the catenary in corridors with overhead 

electrification. In addition to limits on the size of geometric defects in the wire alignment, 

standards cover the registration between the track and the catenary. High-speed testing will be 

required to ensure dynamic performance of the catenary and current collection systems.

2.2.2 Research and Development

Existing infrastructure components used in low speed operation need to be developed for higher 

speed operations. Table 2 lists infrastructure components and the types of development that are 

required.

Table 2. Infrastructure Development Needs

Component Development

Rail Improved resistence to surface damage including wear and 

rolling contact fatigue

Fasteners and rail pads Reduction in rail seat abrasion

Crossties Test to demonstrate improved durability

Turnouts Reduction in impact forces and improved geometry 

durability

Bridge transitions Reduction in vertical acceleration

Slab track Tests to develop and evaluate specialized new structures 

such as floating slabs for sound and vibration attenuation
8

Maintaining the right-of-way requires frequent inspection and specialized equipment, including 

that for rail defect detection, rail stress measurement, gage widening, and automated inspection 

of roadbeds. Demonstration of these technologies will require testing concurrent with the 

deployment of the new HSR networks in the United States. 

2.2.3 Track Component Qualification

Track components that have no U.S. service history may be specified for the very high-speed 

corridors such as those proposed in California (220 mph). These new components are likely to 

be modifications of existing designs rather than completely new designs. Testing will

demonstrate that they would function safely in the new environment.

New and existing types of track components may be required for shared freight and passenger 

corridors to permit efficient operation of both types of trains. For example, higher speed 

turnouts designed for passenger service may be specified that have not yet been proven to 

perform satisfactorily under heavy-haul freight trains. A demonstration of these technologies

could be efficiently accomplished at TTC, with modifications to the Facility for Accelerated 

Service Testing (FAST) and the RTT. Appendix B shows several alternatives and the ROM cost 

estimates to upgrade the RTT to combine heavy axle load and HSR testing.

2.2.4 Track Inspection Equipment Qualification

New higher speed track geometry inspection systems and other types of track structure 

inspection systems are under development. Some of this equipment is intended to operate at line 

speed so that inspections can be performed with minimal impact to normal train operations. 

There is a need for a dedicated test facility that provides verifiable and repeatable tests for 

calibrating such equipment and verifying that flaws and exceptions can be reliably detected and 

reported. If such vehicles are to operate at passenger train speeds, they will also need to undergo 

safety performance qualification tests according to their intended operating speeds. 

2.2.5 Technology Demonstration

Suppliers of high-speed infrastructure components expressed a need to demonstrate the 

performance of their products in the United States. For example, suppliers want to demonstrate 

high-speed turnouts for use in the United States and may desire the demonstration of turnout 

components at TTC.
9

3. Testing Strategy

Four distinct possibilities exist for meeting the test requirements identified in Section 2.

1. Test at a dedicated test facility such as the TTC.

2. Test in current revenue service corridors.

3. Test on new HSR corridors as they are constructed and before they go into service.

4. Test at a factory (or component test facility).

The following subsections describe the testing strategy. Several broad categories of testing are 

described. This is followed by a discussion of the requirements and optimal locations for 

performing the different types of tests.

3.1 Developing Standards and Specifications

Developing standards and specifications is best done at a dedicated test facility for the following 

reasons:

• Testing to determine safety limits may have higher safety risks to other track users and 

neighbors.

• Testing in revenue service disrupts other traffic.

• Standards and specifications need to be developed before corridors are built and available 

to be used for testing.

3.2 Research and Development

A fundamental purpose of a dedicated test facility is research and development testing. There is 

no revenue service interruption, and new technologies can be safely tried in a controlled setting. 

Table 3 shows the current FRA Track Research Division major programs. Many of these 

projects could be supported at TTC.
10

Table 3. FRA Track Research Division’s Major Programs and Projects

Track and

Components

Track-Train 

Interaction

Operation/Facilities Broad Agency 

Announcement

Inspection Techniques

• Rail Defect

• Geometry

• Gage Widening

• Vertical Track 

support

• Review

• Ground Penetrating 

Radar (GPR)

• Phased Array

• Internal Mapping 

Flaw System

• Portable Track 

Loading Fixture

• Stress Measurement 

in Continuous 

Welded Rail

Materials/Components

• Rail Steels

• Ties/Fastenings

Track/Structure 

Design & Performance

• Alternate Track 

Design

• Longitudinal Stress

• Bridges

Derailment 

Mechanism & 

Prevention

• Track Geometry

• Wheel/Rail 

Interaction

• Wheel/Rail Profile 

Lubrication

• Forces in Special 

Track Work

Vehicle-Track 

Performance

• Vehicle-Track 

Interaction Safety 

Standards

• Modeling, 

Simulation, and 

Testing of VehicleTrack Interaction 

and Validation

• High-Speed Test 

Track Needs 

Assessment

Operation, 

Maintenance, and 

Enhancements of R&D 

Research Cars

• Joint Bar Inspection 

System (T-18)

• GPR System (T19)

Government 

Furnished Equipment

Facilities

• TTC

HSR Research and 

Development

• Crosstie & Fastener 

Research

• Automated 

Inspection 

Technologies

• Mixed-Mode 

Operation 

Challenges

• Track/Train 

Dynamics

3.3 Technology Demonstration

Infrastructure components, such as high-speed turnouts that are in use overseas, must be 

demonstrated for use in the United States. HSR operations at the FRA Tier I (80–125 mph) and 

Tier II (126–150 mph) levels are likely to be intermixed with freight. Testing would demonstrate 

technologies in this environment. Testing at a dedicated facility would provide an initial 

demonstration, but revenue service testing may be required to achieve the frequent high loadings 

required for a full demonstration.

3.4 Vehicle and Component Qualification

Vehicle qualification testing is required to bring any particular model into revenue service. As 

specified in 49 CFR 213.345: “All rolling stock types which operate at Class 6 speeds and above 

shall be qualified for operation for their intended track classes in order to demonstrate that the 
11

vehicle dynamic response to track alignment and geometry variations are within acceptable 

limits to assure safe operation” (5). This testing can happen on a test track, but according to the 

current FRA rules, final qualification will not be granted by FRA until the train has been 

operated over its entire operating route at the intended full speed plus 5 mph.

New components such as car parts, wheel and rail steels, or ties and fasteners must be qualified 

before they enter revenue service. Survivability testing under controlled conditions (i.e., extreme 

loads, environmental conditions, or fatigue) would best be done at either a laboratory or a 

dedicated test facility.

3.5 Model Validation

In recent years, computer simulation modeling has improved to the point that certain 

certifications are possible without the expense of testing, but this requires a model that has been 

validated with test data. Testing over prescribed track geometries with prescribed perturbations 

is essential to validate models. Measurements of wheel/rail forces may be required, either with 

strain gaged rails and/or with instrumented wheel sets. A dedicated test facility with 

representative infrastructure and track segments would provide this environment. An ability to 

easily change perturbation amplitudes and wavelengths would be beneficial.

3.6 Speed Ranges

In the National Rail Plan, FRA identifies rail corridors that take into account the different 

markets and geographic contexts found throughout the United States (1). This vision includes 

the following tiers (taken directly from the National Rail Plan):

• Core Express Corridors: These routes would connect large urban areas up to 500 miles 

apart with 2- to 3-hour travel time, and train speeds would be between 125 and 250 mph. 

Service will be frequent and will operate on an electrified, dedicated track that is publicly 

owned. On the basis of their operation in and between large, dense metropolitan regions, 

the Core Express corridors will form the “backbone” of the national passenger rail 

system.

• Regional Corridors: This network would connect midsized urban areas and smaller

communities in between, with convenient, frequent 90- to 125-mile per hour service on a 

mix of dedicated and shared track, depending on the particular corridor. In some areas, 

these corridors could connect to Core Express corridors, with many potential passenger 

services operating over both the Core Express and Regional routes.

• Emerging/Feeder Routes: Emerging routes would connect regional urban areas at 

speeds up to 90 mph on shared track. In some areas, the Emerging/Feeder routes could 

connect to the Core Express or Regional corridors, allowing residents of these smaller or 

more distant areas to have efficient access to the national system.

• Community Connections: For this vision of 21st century passenger rail to be 

successful, it must be integrated with existing and future policies and investments in 

public transportation, airports, and other modes to provide convenient options for 

accessing the passenger rail network. This access is critical to ensuring that passenger 

rail is a viable alternative to other methods of intercity travel.
12

The rolling equipment on each corridor will be certified to its particular speed range. The testing 

strategy must take into account the intended operational speed for the equipment under test. 

Equipment operating on the core express corridors at speeds up to 250 mph will require special 

facilities. Currently, the maximum continuous curving speed on the RTT at TTC is 165 mph. 

Additional capital investment is required at TTC to update the high-speed testing track to achieve 

higher testing speeds. Appendix B shows several alternatives and their estimated costs for 

improving the RTT at TTC.

3.7 Recommended Testing Locations

The following two subsections categorize the testing strategy in two ways: first, by vehicle, 

track, or system being tested, and second, by the four different classes of testing locations:

1. Engineered testing facility

2. Existing revenue service corridor

3. New HSR corridor

4. Factory (or component test facility)

A wide array of tests was identified in this survey. In general, only the railroad-specific types of 

testing are listed here. Tests such as material certification, which are not unique to railroad 

technology, are omitted, because they can be accomplished at nonrailroad facilities. Priority is 

given to the tests that will provide the best return specific to development of the HSR system.

3.7.1 Test Strategy Locations Categorized by System or Component Being 

Tested

Tables 4 though 9 summarize the proposed location classes above for testing different systems 

and components:

• Table 4: Locomotive/Power Car Characterization Testing

• Table 5: Locomotive/Power Car Qualification Testing

• Table 6: Passenger Vehicle Characteristic Testing

• Table 7: Passenger Vehicle Qualification Testing

• Table 8: Track and Infrastructure Testing

• Table 9: Systems Testing
13

Table 4. Testing Locations – Locomotive/Power Car Characterization Testing

Test Type/Name Location Comment

Couplers and Draft Gear 4

Coupler Carrier 4

Body Structural Tests 4 or 1

Air Brake Tests 4

Parking Brake Tests 1 or 2 or 3

Headlight 4

Horn Test 4

Wheel Slip/Slide System Test 1 or 2

Electrical System Tests 4

Locomotive Sequencing 4

Acceleration and Deceleration Rates 1 or 2 or 3 Location determined by 

maximum speed

Traction Motor Current 1 or 4

Locomotive/Power Car Integral Brake 

Component (BCP, P-Wire Control 

System)

1 or 4

Speed/Distance/Time 1 or 2

Ride Quality Indices 1 or 2

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.
14

Table 5. Testing Locations – Locomotive/Power Car Qualification Testing

Test Type/Name Location Comment

Water Tightness 4

Cab Pressure Tightness 4

Air-Conditioning Functional Test 4

Heating Functional Test 4

Body Compressive or Squeeze Test 1 or 4

Collision Post 1 or 4

Corner Post 1 or 4

Miscellaneous Tests and Adjustments 4

Clearance Test 1 , 2, or 3

Weighing – Load Weigh System 4

Horn Test 1, 2, 3, or 4

Wheel Slip/Slide System Test 1

Locomotive Electrical Tests 1 or 3

Locomotive Brake Tests 1 or 3

Locomotive Sequence Tests 1, 2, 3, or 4

Sound Level Test 1 or 3

Head-End Power (HEP) Test 1, 2, 3, or 4

Locomotive Track Test 1 or 3

Train Speed Control Test 3

Electromagnetic Interface (EMI) and 

Radio Frequency Interference (RFI) 

(Onboard)

1 or 3

Vehicle Track Interaction (VTI) 1, 2, or 3

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.
15

Table 6. Testing Locations – Passenger Vehicle Characteristic Testing

Test Type/Name Location Comment

Trucks 4

Couplers 4

Brakes 4

Door System 1 or 4

Heating, Ventilating, and AirConditioning (HVAC) 4

Lighting 4

Communications/Online Tracking 

Information System (OTIS) 4

Electrical 4

Food Service 4

Water and Waste 4

Cab and Controls 1 or 4

First Prototype Car and First Prototype

Train Testing 1 or 2

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.
16

Table 7. Testing Locations – Passenger Vehicle Qualification Testing

Test Type/Name Location Comment

Carbody 1 or 4

Truck Tests 1 or 4

Couplers 1 or 4

Brakes 1 or 4

Door System Tests 1 or 4

HVAC 1 or 4

Lighting 1 or 4

Communications/OTIS 1 or 3

Electrical 1 or 4

Food Service 4

Water and Waste 4

Cab and Controls 1 or 4

Completed Car 1 or 3

Acceptance Tests 1

Functional Tests 1 or 3

Car Acceptance Tests 1 or 3

Functional Tests 1 or 3

Testing of Trains with Other 

Equipment 2 or 3

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.
17

Table 8. Testing Locations – Track and Infrastructure Testing

Test Type/Name Location Comment

Track Geometry Measurement Car 

Calibration and Qualification 1 Requires controlled geometry 

defects

Rail Fastening Systems 1, 2 Accelerated possible at TTC

Improved Rail Steel 1, 2 Accelerated possible at TTC

Catenary Registration 1 or 3 Qualification on corridor

Pantograph and Catenary System 

Performance Testing 1 or 3 Initial testing at TTC

Signal System 1 or 3

European Train Control 

System (ETCS) level 2

assumed

Automated Track Inspection 

Equipment 1 Controlled flaws at TTC

Wayside Noise 1, 2, or 3 Sensitive to surroundings

Ground Borne Vibration Testing 1, 2, or 3 Qualification on corridor

Special Track work and HSR 

Components 1 Accelerated possible at TTC

EMI and RFI Vehicle Induced 1, 2, or 3 Controlled environment at 

TTC

EMI and RFI Ambient 1, 2, or 3 Sensitive to surroundings

Range of Track Stiffness 1 Qualify at TTC

HSR Track Maintenance Standards 1, 3 Develop at TTC, qualify on 

corridor

Rolling Contact Fatigue 1 Accelerated possible at TTC

Wayside Detectors for HSR Operations 1, 3 Develop at TTC, qualify on 

corridor

Accuracy of Track Geometry Vehicles 

for High-Speed Operations 1 Controlled conditions at TTC

Slab/Ballasted Track Testing 1 Accelerated possible at TTC

Rail Profile and Gage Testing 1 Accelerated possible at TTC

Aerodynamic Testing 3, 4 Modeling primarily

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.
18

Table 9. Testing Locations – Systems Testing

Test Type/Name Location Comment

Suspension System

Wheel Load Equalization 1 or 3 Known perturbations at TTC

Static Lean 1 or 2 or 4 No service interrupt at TTC

Track Dynamic Maximum P2 Forces 1 Controlled conditions at TTC

Dynamic Response on FRA Class 1 

through 5 Track 1 or 2 Controlled conditions at TTC

Dynamic Response on FRA Class 6 and 

7 Track 1 or 2 Controlled conditions at TTC

VTI Safety Limits 1 Controlled conditions at TTC

Wheel Slip-slide Control System 

Maximum Jerk Rate 1 Controlled conditions at TTC

Brake System

Braking Rates 1 or 3 No service interrupt at TTC

Parking Brake on 3% Grade 1 or 2 Location with track grade

Road Brake Test (full consist) 1 or 3 No service interrupt at TTC

Blended Brake Tests 1 or 3 No service interrupt at TTC

Complete Train 1, 2, 3

Dimensions with Bogie 4 Static test

Axle Load 4 Static test

External Lighting 4

Electrical Resistance between Wheels 4

Pantograph Contact Force 1 Controlled conditions at TTC

Air Circuit 4

Pneumatic Circuit 4

Compressed Air and Brake via Brake 

Pipe 4

Automatic Train Protection 3

Internal Sockets 120 VAC 4

Dead Man 4
19

Test Type/Name Location Comment

HVAC and Cab Air-Conditioning 4

Electrical Interface Test 1 or 3 No service interrupt at TTC

Safety Systems 1 No service interrupt at TTC

Train Composition Visual Inspection 4

Reliability and Post Delivery Tests 1 or 3 or 4

Shared Track Issues 1 No service interrupt at TTC

Test Train Control and Signal Systems 1 or 3 Controlled conditions at TTC

Radio Communications 1 and 3 Controlled conditions at TTC

(1) Test Facility; (2) Revenue Corridor; (3) New HSR Corridor; (4) Factory or Laboratory.

3.7.2 Testing Strategy Categorized by Four Different Test Location Types

Tables 10 through 13 provide a different view of the testing strategy. Each table represents a

testing location and lists what testing may best be performed there. 

• Table 10: Engineered Railroad Testing Facility

• Table 11: Existing Revenue Service Corridors

• Table 12: New HSR Corridor

• Table 13: Factory (or component test laboratory/facility)
20

Table 10. Testing That Can Be Performed at an Engineered Railroad Testing Facility

(TTC)

Test Type Test Name Comment

Track Geometry 

Measurement Car

Calibration

Qualification

Acceptance

Requires controlled geometry 

defects

Locomotive Power Car

Characteristic Testing

Body Structural Tests Structural Test Facility

Parking Brake Tests Requires 3% grade

Acceleration/Deceleration

Rates

Speed/Distance/Time

Ride Quality Indices

Wheel Slip/Slide System Test

Energy Consumption

EMI

Traction Motor Current

Locomotive/Power Car 

Integral Brake Component

(BCP. P-Wire Control System)

Locomotive/Power Car

Qualification Testing

Collision Post Structural Test Facility

Corner Post Structural Test Facility

Longitudinal Squeeze Structural Test Facility

Wheel Slip/Slide

Brakes Systems

Sound-Level Interior/Exterior

Locomotive Track Test

Passenger Vehicle 

Characteristic Tests

First Prototype Car Testing

Passenger Vehicle 

Qualification Tests

Carbody

Truck Tests

Couplers

Brakes
21

Test Type Test Name Comment

Electrical

Cab and Controls

Acceptance Tests

Infrastructure Research Rail Fastening Systems

Improved Rail Steel

Catenary Registration

Signal System

Automated Track Inspection 

Equipment

Ground Vibration

Wayside Noise

EMI - Wayside

Vehicle Suspension System Wheel Load Equalization

Static Lean

Track Dynamic Max P2 

Forces

Maximum 165 mph at TTC

Dynamic Response on FRA 

Class 1 through 5 Track

Dynamic Response on FRA 

Class 6 and 7 Track

Maximum 165 mph at TTC

VTI Safety Limits Maximum 165 mph at TTC

Wheel Slip-Slide Control 

System Maximum Jerk Rate

Brake System Testing Braking Rates

Road Brake Test (full consist)

Blended Brake Tests

Complete Train Testing Pantograph Contact Force

Electrical Interface Testing

Safety Systems

Reliability and Post Delivery 

Testing
22

Table 11. Testing That Can Be Performed on Existing Revenue Service Corridors

Test Type Test Name Comment

Locomotive/Power Car

Characteristic Testing

Parking Brake Tests

Acceleration and Deceleration

Rates

Maximum speed limited

Speed/Distance/Time

Ride Quality Indices

Wheel Slip/Slide System Test

Passenger Vehicle

Characteristic Testing

Pilot Car and Pilot Train 

Testing

Passenger Vehicle 

Qualification Testing

Testing of Trains with Other 

Equipment

Completed Car

Infrastructure Research 

Testing

Rail Fastening Systems

Improved Rail Steel

Systems Testing Static Lean

Dynamic Response on FRA 

Class 1 through 5 Track

Dynamic Response on FRA 

Class 6 and 7 Track

Parking Brake on 3% Grade
23

Table 12. Testing That Can Be Performed on the New HSR Corridor

Test Type Test Name Comment

Locomotive/Power Car

Characteristic Testing

Acceleration and Deceleration Final qualification on corridor

Locomotive Electrical Tests

Interface with Train Signaling 

System(s)

Final qualification on corridor

Locomotive Brake Tests

Sound Level Final qualification on corridor

Locomotive/Power Car 

Qualification

Locomotive Track Test Final qualification on corridor

Train Speed Control Test Final qualification on corridor

Passenger Vehicle 

Qualification

Communications/OTIS Final qualification on corridor

Completed Car

Functional Tests

Car Acceptance Tests

Testing of Trains with Other 

Equipment

Infrastructure Qualification Catenary Registration Final qualification on corridor

Signal System Final qualification on corridor

Suspension System Wheel Load Equalization Final qualification on corridor

Road Brake Test (full consist) Final qualification on corridor

Blended Brake Tests

Brake System Braking Rates

Road Brake Test (full consist) Final qualification on corridor

Blended Brake Tests

Parking Brake on 3% Grade

Complete Train Tests Electrical Interface Test

Automatic Train Protection

Reliability and Post Delivery 

Tests
24

Table 13. Testing That Can Be Performed at the Factory or a Component Testing Facility

Test Type Test Name Comment

Materials Certification Glazing Strength

Flammability

Locomotive/Power Car 

Characteristic Testing

Couplers and Draft Gear

Coupler Carrier

Body Structural Tests

Air Brake Tests

Parking Brake Tests

Headlight

Horn Test

Traction Motor Current

Electrical System Tests

Subsystem EMI/RFI

Locomotive/Power Car 

Qualification Testing

Miscellaneous Tests and 

Adjustments

Weighing

Horn Test

Water Tightness

Cab Pressure Tightness

Air-Conditioning Functional 

Test

Heating Functional Test

Body Compressive or 

Squeeze Test

Passenger Vehicle 

Characteristic Testing

Trucks

Couplers

Brakes

Door System

HVAC

Lighting

Communications/OTIS

Electrical
25

Test Type Test Name Comment

Food Service

Water and Waste

Cab and Controls

Passenger Vehicle Qualification Truck Tests

Couplers

Brakes

Carbody

Door System

HVAC

Lighting

Electrical

Food Service

Water and Waste

Cab and Controls

Complete Train Dimensions with Bogie

Axle Load

External Lighting

Electrical Resistance between 

Wheels

Air Circuit

Pneumatic Circuit

Compressed Air and Brake 

via Brake Pipe

Internal Sockets 230 Volts 

AC

Dead Man

HVAC and Cab AirConditioning

Train Composition Visual 

Inspection

Reliability and Post Delivery 

Tests
26

4. Costs

TTCI has made ROM cost estimates for the testing to be performed at TTC. These cost 

estimates include both investment and operation costs for performing the testing. ROM 

estimates for vehicle tests are on a per vehicle basis. A per car multiplier is required for multiple 

vehicle sets. The investment numbers include updates required at TTC facilities for operation at 

150 mph maximum (Tier II). Costs for testing at a factory or dedicated laboratory facility are not 

included. Facilities that are not railroad specific are readily available, and costs are borne by the 

manufacturers. Test-by-test cost estimates are provided in the spreadsheets in Appendix A. 
27

5. Analysis – Testing Priorities

This section prioritizes the testing based on investment cost and technical considerations.

The testing listed in Appendix A reflects all of the procedures reported to TTCI through the 

industry survey. Many of the tests are not railroad specific. For example, the material 

certification tests are best performed by dedicated materials testing laboratories. This sort of 

testing is not considered in this section. The railroad-specific tests, for example, vehicle 

dynamic qualification, are essential qualities of the HSR system and require dedicated railroad 

facilities. This is the sort of testing that is prioritized and summarized here. For simplicity, only 

the testing that is best performed at TTC is considered. Testing on-corridor is required in some 

instances, and ROM costs would be considered equivalent to TTC levels in these cases. 

Generally, research and development testing and demonstration testing can be accomplished on 

the same track segments at TTC as the characterization tests.

Facilities at TTC are currently configured for testing Tier II level rolling stock and equipment 

with a maximum speed of approximately 165 mph, depending on allowable cant deficiency for 

the equipment under test. The ROM cost estimates in Appendix A assume testing only within 

this speed range. Major facility upgrades will be required to test at higher speeds, and such 

estimates are not included in these investment costs.

5.1 Raising Maximum Test Speed

Cant deficiency limits the maximum continuous speed on the RTT to approximately 150 mph for 

nontilting equipment. To raise the maximum testing speed, the track must be modified by 

increasing the loop size. Investment numbers rise dramatically with such improvements. 

Appendix B shows cost estimates associated with several proposals to increase testing speed. 

The acreage at TTC is sufficient to contain a closed oval with curvature suitable for 220 mph, but 

the investment for such a track would approach $150 million. In addition, this track would have 

tangent sections capable of a useful peak speed of approximately 250 mph. If the track is 

extended beyond the current northern boundary, an additional $50 million investment would 

yield a tangent section capable of testing at speeds above 270 mph. Construction time is 

approximately 3 years.

5.2 High-Speed Siding

A new siding with HSR test sections is proposed for the RTT. The siding would be used to 

support HSR and positive train control (PTC) performance testing.

Safety of new high-speed equipment may be ensured by testing it on track that has geometry 

defects matching those in FRA safety standards. Building a new siding would provide such a 

performance test track capable of testing at speeds up to 130 mph. Measurements made on this 

performance test track may be used to validate computer models of equipment, and the models 

may then be used to evaluate performance with different track geometry, speed, wheel profiles, 

and other parameters. The new test track can also be used to validate high-speed track geometry 

recording equipment.

Adding an HSR siding to the RTT for $21 million will provide a location for track geometry

perturbations and will facilitate many of the required tests (6). This 3-mile siding would include
28

both tangent and curved track. Multiple track forms can be tested. The curve in this siding can 

be used for cant deficiency studies. Timing for this project would be 18–24 months.

5.2.1 Communication and Train Control

A siding test track to the RTT would facilitate communication and train control (C&TC) tests for 

passenger train operations more efficiently than the current C&TC test bed on the RTT can 

provide. For example, when configured properly, this siding would allow the following tests: 

conditions of failure (such as in manual control), shunting operations, and various signaling 

configurations.

Figure 2 shows the proposed configuration for the high-speed siding track. It includes a 

conventional C&TC configuration, track circuits, vital interlocking, wayside interface unit

(WIU), batteries, antennas, bungalow, radio communication, and interface at both ends of the 

siding.

Figure 2. C&TC Configuration on High-Speed Siding Track to RTT

5.3 Shared Track Facility

Another potential benefit of the high-speed siding is its proximity to the High Tonnage Loop

(HTL). As such, it can potentially be extended for research and testing for shared heavy freight 

and high-speed operations. The existing RTT and HTL run parallel for approximately 0.5 mile. 

The HTL and the Wheel Rail Mechanism (WRM) track are close to the RTT over a length of 

approximately 1.5 miles that includes the reverse curve on the RTT. In these areas, it would be 

possible to arrange a section of shared track on which either:

a) The train at FAST runs over part of the RTT, or

b) A train on the RTT runs over part or all of the HTL and WRM.

Investment for such a loop would add between $1 million and $10 million, depending on the 

siding configuration, and would take 18–24 months to complete. This option would have an 

effect on operations at FAST. This investment and a shared track testing plan would have to be 

discussed and agreed upon with the AAR’s Railway Technology Working Committee.

CP CP

Radio

OCC 

Interface

OCC 

Interface

Additional Track Circuit

Com.

Mgr.

Unit

W

I

U

W

I

U

Radio

Com.

Mgr.

Unit

Cel

WiFi

Cel

WiFi
29

5.4 Catenary Upgrade

Figure 3 shows the RTT catenary system, which is a compound catenary design that typically 

performs well at speeds up to 125 mph. This catenary design allows speeds in the 150-mile per 

hour range; however, overall system performance declines to marginal levels as speed increases. 

Figure 3. Existing Compound Catenary at TTC

The RTT catenary has extensive wear in the existing hanger supports and contact wires as a 

result of operating and environmental factors. The Colorado climate has contributed heavily to 

the deterioration of the system components; for example, high winds and other factors have 

accelerated mechanical wear and corrosive damage. 

The estimate below for refurbishment of the existing compound catenary system is based on a 

1994 overall assessment of the RTT. Although some investments have been made to correct 

deficiencies found at that time (and as recently as 2009), it can be assumed that mechanical wear 

and failures with this design have continued. A more thorough analysis is needed to quantify the 

required work. 

The preferred option is to convert the current RTT compound catenary system to a simple

catenary system. Figure 4 shows the simple catenary system, which has become the system of 

choice for high-speed applications in Europe and has been installed on the New Haven-to-Boston 

section of the Northeast Corridor.
30

Figure 4. Simple Catenary System

The following are primary advantages of the simple catenary system:

1. It allows speeds in excess of 200 mph. It has been tested in France at speeds 

up to 350 mph.

2. It reduces the number of system components, which reduces component wear, 

maintenance, and longer term capital restoration costs.

3. It can be installed in a staged approach (if required) with the current compound

catenary system.

The estimated cost to replace and convert the existing compound catenary system to a simple 

catenary system is $2 million and would take approximately 12 months.

5.5 Passenger Car Structural Test Facility

Quasi-static structural strength validation testing of vehicles requires presses and loading frame 

equipment capable of:

• Vertical load test (with approximately 200,000 ft-lb distributed over the floor)

• End load tests (with loads up to 800,000 ft-lb applied at different heights)

• Side load test

• Corner post energy absorption test (120,000 ft-lb at 30 inches above the floor)

• Principal energy absorption mechanism test (900,000–1,400,000 ft-lb with 38-inch 

stroke)

Currently, there is not a facility in North America set up to conduct these tests in a cost-effective, 

efficient manner. As a result, car builders either secure waivers to avoid testing or ship the cars 

overseas to conduct the tests in facilities in Europe or Asia. Establishing a state-of-the-art fully 

automated testing facility at TTC will ensure that safety-related testing can be conducted in a 

cost-effective, efficient manner for cars built in North America. The estimated cost for this 

facility improvement is $1.5 million and would require approximately 12 months to construct.

Table 14 shows a prioritized list of the proposed upgrade at TTC to conduct HSR testing.
31

Table 14. Prioritized Testing and Investment Cost Schedule

Description Cost Timing 

(months) Comment

High-Speed Turnouts on 

RTT $7.4 million 8 Preliminary for High-Speed Siding

RTT High-Speed Siding $21.6 million 18–24 Vehicle dynamic characterization up 

to 130 mph

Passenger Car Structural 

test facility $1.5 million 12 Quasi-static vehicle structural testing

Catenary Upgrade $2 million 2 All on track testing

Shared Track Facility $10 million 24 Durability testing of track 

components

Raise Maximum Test 

Speed $21–205 million 36 CFR Tier III speeds up to 220 mph
32

6. Conclusions

This report identifies the magnitude of the testing requirements for HSR. It lists all typically 

required tests and suggests locations where this testing may be performed, identifies 

shortcomings in the test facilities, and suggests alternatives while providing ROM cost and 

timing for these improvements. Also, the report prioritizes testing, tabulates shortcomings of the 

test facilities, identifies timing for correcting these shortcomings, and estimates investment costs 

for doing so.
33

7. References

1. Witte, M., Wilson, N., Fries, R., and Wu, H. (2011 April). Comparison of FRA 

Regulations to International High Speed Rail Standards, DOT/FRA/ORD report, Federal 

Railroad Administration, Washington, D.C.

2. Federal Register/Vol. 75, No. 89 May 10, 2010. “Notice of Proposed Rulemaking for 

Vehicle-Track Interaction Safety.”

3. Association of American Railroads. (2007). Manual of Standards and Recommended 

Practices. Section C-II Specifications for Design, Fabrication, and Construction of 

Freight Cars, M-1001, “Chapter XI Service Worthiness Tests and Analyses for Freight 

Cars.” Washington, D.C.

4. Federal Railroad Administration. (2010 Sept.). National Rail Plan - Moving Forward –

A Progress Report, Washington, D.C.

5. Federal Railroad Administration. Code of Federal Regulations. “49CFR Part 213 Track 

Safety Standards,” Washington, D.C.

6. Dingqing, L., Wilson, N., and Tajiddini, A. (2011 March). Needs Assessment – Railroad 

Test Track Siding Options for High-Speed Testing, DOT/FRA/ORD report, Federal 

Railroad Administration, Washington, D.C.

Bibliography

American Public Transportation Association and the International Union of Railways. May 3-5, 

2011. 2nd International Practicum on Implementing High-Speed Rail in the United States, 

Baltimore, MD

Carr, Gary, Presentation to TRB, Track Research Division, Federal Railroad Administration 

Office of Research and Development, Washington, DC

Chinese Ministry of Railways, Code for Design of HSR, December 1, 2009

Christener of Bombardier, Questionnaire Infrastructure RP003-01

Christener of Bombardier, Questionnaire Equipment RP002-01

EN 12663-1:2010 Railway Applications – Structural requirements of railway vehicle bodies. 

Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons.)

EN 13146-8:2002 Railway Applications – Track – Test methods for fastening systems

EN 14363:2005 Railway Applications – Testing for the acceptance of running characteristics of 

railway vehicles – Testing of running behavior and stationary tests
34

Federal Railroad Administration. Code of Federal Regulations. “49CFR Part 210 Railroad Noise 

Emission Compliance Regulations,” Washington, DC

Federal Railroad Administration. Code of Federal Regulations. “49CFR Part 223 Safety Glazing 

Standards – Locomotives, passenger Cars, and Cabooses,” Washington, DC

Federal Railroad Administration. Code of Federal Regulations. “49CFR Part 229 Railroad 

Locomotive Safety Standards,” Washington, DC

Federal Railroad Administration. Code of Federal Regulations. “49CFR Part 238 Passenger 

Equipment Safety,” Washington, DC

Johnson of Siemens, Infrastructure Questionnaire RP003_01-V01

Johnson of Siemens Equipment Questionnaire_LT_HDA

Krause, Tammy Lee, originator, PRIIA Specification No. 305-001, Amtrak Specification No. 

962, Initial Release August 31, 2010

S130 TT and RT per vehicle, Spanish test planning document

TSI Infrastructure. Commission decision of 20 December, 2007, concerning a technical 

specification for interoperability relating to the “infrastructure” sub-system of the trans-European 

HSR system. Document number L071 (2008/217/EC).

TSI Rolling Stock. Commission Decision of 21 February, 2008 concerning a technical 

specification for interoperability relating to the “rolling stock” sub-system of the trans-European 

HSR system. Document L084 (2008/232/CE).
35

Appendix A. 

HSR Tests by Type for Testing Strategy

See electronic spreadsheet file: Testing requirements with ROM costs for HSR Testing 

Strategy_April 2011.xlsx
36

Appendix A1. Vehicle Tests.pdf

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Locomotives

Characterization 

Tests

Couplers and Draft 

Gear

Compressive Load 

without Permanent 

Deflection

800,000 lb Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$50,000 $90,000

Coupler Carrier

Compliant with FRA Rule 

229.141 (a) (3)

Passenger car 

structural test 

facility

TTC 100K lb vertical Locomotive spec 

PRIIA 305

$20,000 $80,000

Push-Back Coupler

Initiation Load 600,000-pound 

minimum 

Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$30,000 $30,000

Pounds of Draft Load 

during Push-Back 

Sequence

Capable of 

transferring 

250,000

TTC Locomotive spec 

PRIIA 305

$30,000 $30,000

Locomotive Body 

Structural

Static End Load at

Draft Stops

800,000 lb Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $30,000
37

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Collision Posts Per 49CFR 229 

Subpart D

Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $200,000

Corner Posts Per 49CFR 229 

Subpart D

Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $10,000

End Nose Plate Per AAR S580-

08

Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $10,000

250K Pounds 

Applied in any 

Direction on the 

Truck Attachments 

Per AAR S480-

08 

Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $25,000

Safety Appliances Per FRA 49CFR 

231

Builder Locomotive spec 

PRIIA 305

ROM Totals $330,000 $505,000

Locomotives

Qualification Tests

Water Tightness Test Locomotive spec 

PRIIA 305 

Section 21.1.5

Builder Locomotive spec 

PRIIA 305

Cab Pressure 

Tightness

IT-1601-96 Builder S130 TT and RT 

per vehicle

HVAC Functional 

Test

Locomotive spec 

PRIIA 305 

Sections 21.1.6, 

21.1.7

Builder Locomotive spec 

PRIIA 305
38

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Locomotive Body 

Compressive End 

Load Test 

APTA SS-C&S0034Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$50,000 $90,000

Collision Post Test APTA SS-C&S0034Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $200,000

Corner Post Test APTA SS-C&S0034Passenger car 

structural test 

facility

TTC Locomotive spec 

PRIIA 305

$40,000 $10,000

Truck Coupler and 

Cable Clearance Test

Locomotive spec 

PRIIA 305 

Section 

21.1.11.1

(315-ft radius 

curve, No. 7 

crossover at 12-ft 

centers)

Builder Locomotive spec 

PRIIA 305

Locomotive 

Headlight

49CFR 229.125 Builder Locomotive spec 

PRIIA 305

Clearance Test Locomotive spec 

PRIIA 305 

Section 21.1.12

(roll angle at

6 inches of 

superelevation 

with fully worn 

wheels and broken 

springs)

Builder Locomotive spec 

PRIIA 305

$80,000 $50,000

Locomotive Weight Locomotive spec 

PRIIA 305 

Section 21.1.13

Scale Builder Locomotive spec 

PRIIA 305

Horn Test Per FRA 

requirements

Sound 

measurement 

Builder Locomotive spec 

PRIIA 305

$15,000
39

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Wheel Slip/Slide 

System Test

Locomotive spec 

PRIIA 305 

Section 21.1.15

Builder Locomotive spec 

PRIIA 305

$60,000 $20,000

Locomotive 

Electrical System 

Tests

Locomotive spec 

PRIIA 305 

Section 21.1.16

Builder Locomotive spec 

PRIIA 305

Air Brake Tests Per FRA and 

AAR 

requirements

Builder Locomotive spec 

PRIIA 305

$20,000

Parking Brake Test 

(New and Fully Worn 

Shoes)

Locomotive spec 

PRIIA 305 

Section 21.1.17

3% grade Builder Locomotive spec 

PRIIA 305

$20,000

Locomotive 

Sequencing Test

Locomotive spec 

PRIIA 305 

Section 21.1.18

Builder Locomotive spec 

PRIIA 305

$25,000

Sound Level Test Per 49CFR 

229.121 (Static 

and dynamic)

Sound 

measurement 

Builder Locomotive spec 

PRIIA 305

$50,000

HEP Test Locomotive spec 

PRIIA 305 

Section 21.1.20

Builder Locomotive spec 

PRIIA 305

$50,000 $200,000

Locomotive OnTrack TestLocomotive spec 

PRIIA 305 

section 21.1.21

TTC TTC test track 

capable to 160 mph

Locomotive spec 

PRIIA 305
40

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

500 Miles of 

Nonrevenue Service 

Operation

Locomotive spec 

PRIIA 305 

section 21.1.21

(1 locomotive + 4 

PRIIA compliant 

cars) IWS, 125 

mph

Final corridor Acceleration/

deceleration rates, 

traction motor 

current, brake pipe 

pressure, 

locomotive BCP, 

dynamic brake 

current, speed, 

distance, time, ride 

quality indices, 

wheel slip/slide 

system performance

Locomotive spec 

PRIIA 305

$400,000 $700,000

Fuel Fill Tests Locomotive spec 

PRIIA 305 

section 21.1

Builder Locomotive spec 

PRIIA 305

Twisted Track PF-0102 Precision track 

segment

TTC Speed limitation 

may apply

S130 TT and RT 

per vehicle

$50,000 $30,000

Suspension 

Coefficient

PF-0105 Full Train S130 TT and RT 

per vehicle

Electrical Interface 

Test

tbd Full Train S130 TT and RT 

per vehicle

External Door Type 

Tests

PF-0087 TTC S130 TT and RT 

per vehicle

ASFA Interferences 

by Return Current in 

Rail

3EH-213455-

0001

TTC S130 TT and RT 

per vehicle

Noise Dynamic PF-0127 TTC S130 TT and RT 

per vehicle

$50,000
41

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Running Dynamics PF-0102 TTC Speed limitation 

may apply

S130 TT and RT 

per vehicle

Interferences with the 

Signaling System AC

3EH-214246-

0001

TTC S130 TT and RT 

per vehicle

Interferences with the 

Signaling System DC 

and Maximum 

Voltage

3EH-214247-

0001

TTC S130 TT and RT 

per vehicle

Overvoltage Due to 

Harmonics AC

3EH-214246-

0001

TTC S130 TT and RT 

per vehicle

Track Effect 

(Pressure Wave 

Effect on Platform)

tbd Destination 

Corridor

No platform at TTC S130 TT and RT 

per vehicle

Wipers tbd Builder S130 TT and RT 

per vehicle

Aerodynamic Effects, 

Tunnels

tbd Laboratory S130 TT and RT 

per vehicle

Axial Displacement 

of Wheels

tbd Builder S130 TT and RT 

per vehicle

$25,000 $15,000

Cab Voice Recorder 3EH-212847-

0001

Builder S130 TT and RT 

per vehicle

ROM Totals $975,000 $1,315,000

Coaches

Characterization 

Tests
42

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Carbody Structural Performed at 

TTC

Performed at 

TTC

Vertical Load Test 19.5.1.6

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder 100K pound 

vertical

PRIIA BiLevel spec 

305

$100,000 $400,000

End Sill Compression 

Load Test

19.5.1.7

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$50,000 $100,000

Compression Load at 

the Draft Stop

19.5.8

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$50,000 $50,000

Diagonal Jacking 

Test

19.5.1.9

per APTA SSC&S-034-99

Builder PRIIA BiLevel spec 

305

$30,000 $10,000

Collision Post Elastic 

Test

19.5.1.10

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$40,000 $200,000

Corner Post 

Longitudinal Load

19.5.1.11

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$40,000 $10,000

Corner Post 

Transverse Load

19.5.1.12

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$40,000 $10,000

Collision Post 

Elastic–Plastic Test

19.5.1.13

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$40,000 $10,000
43

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Corner Post Elastic–

Plastic Test

19.5.1.14

per APTA SSC&S-034-99

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

$40,000 $10,000

Crash Energy 

Management (CEM)

19.5.1.15

per APTA SSC&S-034-99

Builder Builder does 

component testing. 

System testing at 

TTC.

PRIIA BiLevel spec 

305

Wheelchair Lift ADA 

requirements

Builder PRIIA BiLevel spec 

305

Trucks

Allowable Stresses 19.5.2.1 Builder PRIIA BiLevel spec 

305

Equalization Test Per APTA SSM-0140-06 for 

car type G

Builder PRIIA BiLevel spec 

305

$40,000 $25,000

Truck Frame and

Bolster Maximum 

Load Test

19.5.2.3 Builder PRIIA BiLevel spec 

305

$50,000 $100,000

Truck Frame 

Overload Test 

19.5.2.4 Strain gages Builder PRIIA BiLevel spec 

305

Truck Frame Fatigue 

Test

Per APTA RPM-009-98Builder PRIIA BiLevel spec 

305

$50,000 $100,000

Primary Suspension 

Test (Load Deflection 

and Creep Tests)

19.5.2.6 Builder PRIIA BiLevel spec 

305

$50,000 $100,000

Couplers
44

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Complete Coupler, 

Draft Gear, Radial 

Connector, Yoke, 

Coupler Carrier, and 

Uncoupling 

Mechanism

19.5.3

Per FRA & 

APTA regs

Passenger car 

structural test 

facility

Builder PRIIA BiLevel spec 

305

Brakes

Brake Pad and Shoe 

Force Tests

19.5.4.1 Builder PRIIA BiLevel spec 

305

Brake Component 

Fatigue Tests

19.5.4.2 (1M cycles at

AW2)

Builder PRIIA BiLevel spec 

305

Friction Brake 

System Endurance 

Tests

19.5.4.3 (1M cycles) Builder PRIIA BiLevel spec 

305

Brake Capacity Tests 

on a Full-scale 

Dynamometer

19.5.4.4

Amtrak 80-276

125 mph Builder PRIIA BiLevel spec 

305

Handbrake Tests 19.5.4.5

per APTA SSM-006-98

Builder PRIIA BiLevel spec 

305

Door System

System Integrity 19.5.5.1 500K cycles Builder PRIIA BiLevel spec 

305

Side Door Safety 19.5.5.2 Builder PRIIA BiLevel spec 

305

Functionality and 

Operation

19.5.5.2 Builder PRIIA BiLevel spec 

305
45

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Opening and Closing 

Times and Speeds

19.5.5.2 Builder PRIIA BiLevel spec 

305

Train Line Controls, 

Indicators and 

Interlocks

19.5.5.2 Builder PRIIA BiLevel spec 

305

Compliance with 

Applicable 

Regulations

19.5.5.2 Builder PRIIA BiLevel spec 

305

Reliability 19.5.5.2 Builder PRIIA BiLevel spec 

305

Maintainability 19.5.5.2 Builder PRIIA BiLevel spec 

305

Sustained and 

Compliant 

Performance under 

all Specified 

Operational and 

Environmental 

Conditions

19.5.5.2 Builder PRIIA BiLevel spec 

305

Side Door Reliability

Test 

19.5.5.1 (500K cycles) Builder PRIIA BiLevel spec 

305

End Door Reliability 

Test 

19.5.5.3 (100K cycles) Builder PRIIA BiLevel spec 

305

Interior

Overhead Luggage 

Bins 

19.5.6.1 (Strength Test, 

8/4/4g 

crashworthiness 

requirement, 50K 

cycle endurance 

Builder PRIIA BiLevel spec 

305
46

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

test

Seats per APTA SSC&S-016-99Builder PRIIA BiLevel spec 

305

Seat Tests 19.5.6.3 Builder

HVAC

HVAC Unit Tests 19.5.7.1

ANSI/ASHRAE 

Std 37

ASHRAE 

Standard 41.1

Builder PRIIA BiLevel spec 

305

Air Balance Test 19.5.7.3 Builder PRIIA BiLevel spec 

305

Temperature Control 

Test

19.5.7.4

Amtrak 

specification963

Builder PRIIA BiLevel spec 

305

Refrigerant Charge 

Test

19.5.7.5 Builder PRIIA BiLevel spec 

305

HVAC System Tests 19.5.7.6

ARI Standard 

700

Builder PRIIA BiLevel spec 

305

Control Scan Test 

(Thermostat 

Operations)

19.5.7.7 Builder PRIIA BiLevel spec 

305
47

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Vehicle Heat 

Transfer Test 

(Carbody Insulation 

Effectiveness)

19.5.7.8 Builder PRIIA BiLevel spec 

305

Cooling System Tests 19.5.7.9 High ambient hot 

room 

Builder PRIIA BiLevel spec 

305

Pull Down and 

Steady State

19.5.7.9.1 Builder PRIIA BiLevel spec 

305

Door Cycling Test 

(Cooling)

19.5.7.9.2 Builder PRIIA BiLevel spec 

305

High Ambient Test 19.5.7.9.3 Builder PRIIA BiLevel spec 

305

High Pressure Cutout 

Test

19.5.7.9.4 Builder PRIIA BiLevel spec 

305

Condensate 

Carryover Test

19.5.7.9.5 Builder PRIIA BiLevel spec 

305

Low Ambient 

Temperature Test

19.5.7.9.6 Builder PRIIA BiLevel spec 

305

Low Ambient Temp 

Test with High 

Internal Load

19.5.7.9.7 Builder PRIIA BiLevel spec 

305

Heating System Tests 19.5.7.10 Builder PRIIA BiLevel spec 

305

Layover Verification 

Test

19.5.7.10.1 Builder PRIIA BiLevel spec 

305

Steady State Heating 

at Design Conditions 

Test

19.5.7.10.2 Builder PRIIA BiLevel spec 

305

Steady State Heating 

(Minimum Voltage)

19.5.7.10.3 Builder PRIIA BiLevel spec 

305
48

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Door Cycling Test 

(Heating)

19.5.7.10.4 Builder PRIIA BiLevel spec 

305

Steady State Heating 

Tests

19.5.7.10.5 Builder PRIIA BiLevel spec 

305

Overhead Heater 

Safety Tests

19.5.7.10.6 Builder PRIIA BiLevel spec 

305

Freeze Protection 

Tests

19.5.7.10.7 Builder PRIIA BiLevel spec 

305

Cab Heating Tests 19.5.7.10.8 Builder PRIIA BiLevel spec 

305

Equipment Room 

Heater Test

19.5.7.10.9 Builder PRIIA BiLevel spec 

305

Lighting

Lighting Fixture 

Performance Test

19.5.8.1 Builder PRIIA BiLevel spec 

305

Ballast Qualification 19.5.8.2 Builder PRIIA BiLevel spec 

305

Independent Power 

Sources (Emergency 

Lighting)

19.5.8.3 Builder PRIIA BiLevel spec 

305

Marker Light 

Certification

Per FRA 49CFR 

221

Builder PRIIA BiLevel spec 

305

Lighting Intensity–

Interior 

Per APTA RPE-012-99Builder PRIIA BiLevel spec 

305

Lighting Intensity–

Exterior 

Per FRA 49CFR 

229.125 and 

229.133

Builder PRIIA BiLevel spec 

305
49

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Emergency Lighting 

Intensity and 

Duration

Per APTA SS-E013-99 and FRA 

49CFR 238.115

Builder PRIIA BiLevel spec 

305

Communications/

OTIS

PA/IC System 

Performance

19.5.9.1 Builder PRIIA BiLevel spec 

305

Destination Sign 

System Performance

19.5.9.2 Builder PRIIA BiLevel spec 

305

EMI/EMC Per APTA SS-E010-98Builder PRIIA BiLevel spec 

305

Wayside Equipment 

Tests (GPS, Radio 

Systems, LAN, AVL, 

CDT)

19.5.9.4 Builder PRIIA BiLevel spec 

305

Electrical

Electrical Load/Phase 

Balance/Power 

Factor

19.5.10.1 Builder PRIIA BiLevel spec 

305

Trainline Tests 19.5.10.2 Builder PRIIA BiLevel spec

305

Battery and Battery 

Charger Tests

19.5.10.3 Builder PRIIA BiLevel spec 

305

Battery Capacity 

Tests

19.5.10.3.1 Builder PRIIA BiLevel spec 

305
50

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Battery/Charger 

Performance

19.5.10.3.2 Builder PRIIA BiLevel spec 

305

Battery Tilt and 

Shock at 45-degree 

tilt and 8/4/4g 

acceleration

Per FRA 49CFR 

238.115

Builder PRIIA BiLevel spec 

305

Dielectric Strength 3EH-213366-

0001

Builder S130 TT and RT 

per vehicle

Insulation Impedance 3EH-213366-

0001

Builder S130 TT and RT 

per vehicle

Safety and Earthing 

Connections

3EH-213366-

0001

Builder S130 TT and RT 

per vehicle

110VDC Circuit 3EH-212788-

0001

Builder S130 TT and RT 

per vehicle

Auxiliary Supply 

3x400v AC and 

Distribution

3EH-212788-

0001

Builder S130 TT and RT 

per vehicle

Food Service

Crashworthiness 

Structural 

Requirements for 

Carts, Chillers, and 

Appliances

19.5.11.1 Builder PRIIA BiLevel spec 

305
51

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Elevator Performance 19.5.11.2 Builder PRIIA BiLevel spec 

305

Refrigeration System 

Performance

19.5.11.3 Builder PRIIA BiLevel spec 

305

Water and Waste

Water and Waste 

System Performance

19.5.12.1 Builder PRIIA BiLevel 

Passenger Rail Car 

Specification

ROM Totals $620,000 $1,125,000

ROM Totals for 

Cab and Controls

Train Control, Event 

Recorder, Train Data 

System and Video 

Equipment 

Qualification Tests

19.5.13.1 Builder Subject to review 

and approval by the 

customer, FRA, 

Amtrak, and host 

railroads

PRIIA BiLevel spec 

305

Operation of PTC 

System 

19.5.13.2 Builder PRIIA BiLevel spec 

305

Cab Audio Alarm 

Levels Performance

19.5.13.3 Builder PRIIA BiLevel spec 

305

Event 

Recorder/Video 

System Performance

19.5.13.1 Builder PRIIA BiLevel spec 

305

Horn and Bell 

Performance 

per FRA 49CFR 

229

Builder PRIIA BiLevel spec 

305
52

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Pilot Car and Pilot 

Train Testing

Roll Angle Tests 19.5.14.1

49CFR 213.57

(AW0, AW1, & 

AW3, 7 inches of 

superelevation, 

meets clearance 

diagram)

Builder PRIIA BiLevel spec 

305

$100,000 $50,000

Door Controls 19.5.14.2.1 Builder PRIIA BiLevel spec 

305

End of Train 

Identification

19.5.14.2.1 Builder PRIIA BiLevel spec 

305

Locomotive Control 19.5.14.2.1 Builder PRIIA BiLevel spec 

305

PA, IC and PIS 

Communications and 

Data Transfer

19.5.14.2.1 Builder PRIIA BiLevel spec

305

HEP and Power 

Distribution

19.5.14.2.1 Builder PRIIA BiLevel spec 

305

Air Brake 

Application and 

Release

19.5.14.2.1 Builder PRIIA BiLevel spec 

305

Compliance with 

Track Geometry 

Requirements 

Including Curve and 

Crossover 

Negotiation

19.5.14.2.2 Builder PRIIA BiLevel spec 

305

$200,000 $450,000

Carbody Clearance 19.5.14.2.2 Builder

Truck Swing 19.5.14.2.2 Builder
53

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Coupler Swing 19.5.14.2.2 Builder

MU, COMM, and 

HEP Cables

19.5.14.2.2 Builder

Brake Pipe and Main 

Reservoir Air Hoses

19.5.14.2.2 Builder

Diaphragms, Buffer 

Plates and Diaphragm 

Curtains

19.5.14.2.2 Builder

Pilot Train 

Compatibility with 

Existing Amtrak 

Bilevel Cars 

19.5.14.2.2 (California Car, 

Superliner, 

Surfliner)

Builder PRIIA BiLevel spec 

305

High-Speed Testing Per 49CFR 

213.345

125 mph, 

instrumented car, 

IWS

TTC TTC test track 

capable to 165 mph

PRIIA BiLevel spec 

305

$200,000 $450,000

Interior and Exterior 

Noise and Vibration 

Tests

ANSI Standard 

S1.4 Type2, A 

weighted slow

Builder PRIIA BiLevel spec 

305

$85,000 $50,000

Friction Brake 

Performance Test

19.5.14.2.8 Builder PRIIA BiLevel spec 

305

$150,000

Ride Quality Tests 

(AW1)

19.5.14.2.9 MCAT track 

segment

TTC PRIIA BiLevel spec 

305

$150,000

ROM Totals $885,000 $1,000,000

Production Tests (All 

cars including Pilot 

Cars)
54

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Carbody 

Watertightness Tests

19.6.1.1 Water spray 

nozzles

Builder PRIIA BiLevel spec 

305

Water Spray–Bare 

Shell Watertightness 

Test

19.6.1.1.1 Builder PRIIA BiLevel spec 

305

Water Spray–

Completed Car

19.6.1.1.2 Builder PRIIA BiLevel spec 

305

Wheelchair Lift 

Functionality Check

19.6.1.2 Builder PRIIA BiLevel spec 

305

AEI Tag 

Functionality and 

Data Integrity Check

19.6.1.3 Builder PRIIA BiLevel spec 

305

NDE Inspection of all 

Truck Components 

(Frames, Bolsters, 

and other Primary 

Structural Members)

19.6.2.1 NDE 

technology—

preferably

radiographic for 

inspecting welds 

and castings

Builder PRIIA BiLevel spec 

305

Truck Weight 19.6.2.2 Builder PRIIA BiLevel spec 

305

Carbody Leveling 

and Floor Height

19.6.2.3 Builder PRIIA BiLevel spec 

305

Truck Attachment, 

Leveling and Coupler 

Heights (AW0)

19.6.2.3.1 Builder PRIIA BiLevel spec 

305

Coupler Height and 

Operation

19.6.3 Builder PRIIA BiLevel spec 

305
55

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Single Car Air Brake 

Test and Pneumatic 

System Operation 

Per APTA SSM-005-98 and 

AAR S471

Builder PRIIA BiLevel spec 

305

Hand Brake 

Operation

19.6.4.2 Builder PRIIA BiLevel spec 

305

Wheelslide Control 

System Operation

19.6.4.3 Builder PRIIA BiLevel spec 

305

Door System/Door 

Safety Tests

19.6.5 800 cycles Builder PRIIA BiLevel spec 

305

Interior 

Doors/Hardware 

Functionality Tests

19.6.6 Builder PRIIA BiLevel spec 

305

Seat Functionality 

Tests

19.6.6.2 Builder PRIIA BiLevel spec 

305

Overhead Luggage 

Storage Bins 

Functionality Tests

19.6.6.3 Builder PRIIA BiLevel spec 

305

HVAC System 

Functionality Tests

19.6.7 Builder PRIIA BiLevel spec 

305

Lighting System 

Functionality Tests

19.6.8 Builder PRIIA BiLevel spec 

305

Communications/

OTIS Functionality 

Tests

19.6.9 Builder PRIIA BiLevel spec 

305

Electrical System 

Functionality Tests

19.6.10

APTA RP-E007-98R1 APTA 

SS-E-001-98

Builder PRIIA BiLevel spec 

305
56

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Food Service 

Equipment 

Functionality Tests

19.6.11 Builder PRIIA BiLevel spec 

305

Water and Waste 

Systems 

Functionality Tests

19.6.12 Builder PRIIA BiLevel spec 

305

Cab and Controls 

Functionality Tests

19.6.13

APTA SS-M011-99

49CFR 229.125

Builder PRIIA BiLevel spec 

305

Car Weight 19.6.14 Builder PRIIA BiLevel spec 

305

Clearance Diagram 

Compliance Tests

19.6.14.1.2 Builder PRIIA BiLevel spec 

305

Coaches

Qualification Tests

Carbody Structural

Vertical Load Test APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$50,000 $200,000

End Sill Compression 

Load Test 

APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$50,000 $50,000

Compression Load 

Test at the Draft 

Stops 

APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305
57

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Diagonal Jacking 

Test 

APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $10,000

Collision Post Elastic 

Test 

APTA SS-C&S034-99 & APTA 

SS-C&S-034-99 

Rev 2

Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $200,000

Corner Post 

Longitudinal Load 

Test

APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $10,000

Corner Post 

Transverse Load Test 

APTA SS-C&S034-99Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $10,000

Collision Post 

Elastic–Plastic Test 

APTA SS-C&S034-99 & APTA 

SS-C&S-034-99 

Rev 2

Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $10,000

Corner Post Elastic–

Plastic Test 

APTA SS-C&S034-99 & APTA 

SS-C&S-034-99 

Rev 2

Passenger car 

structural test 

facility

TTC PRIIA BiLevel spec 

305

$40,000 $10,000

CEM Test APTA SS-C&S034-99TTC PRIIA BiLevel spec 

305

$300,000 $100,000

Wheelchair Lift Test per applicable 

ADA 

requirements

Builder PRIIA BiLevel spec 

305

Acceptance Tests
58

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Functionality Tests of 

all Equipment

19.7.2 Diagnostic test 

equipment

Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Compatibility Tests 

with other Amtrak 

Rolling Stock

19.8. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Door Control, Door 

System Status and 

Traction Inhibit

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Locomotive control 19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

PA, IC and PIS 

Communications and 

Data Transfer

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

HEP and Power 

Distribution

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Air Brake 

Application and 

Release

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Carbody Clearance 19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Truck Swing 19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification
59

Vehicle Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

Comments Source/Reference Test ROM Investment 

ROM

Coupler Swing 19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

MU, COMM and 

HEP Cables

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Brake Pipe and Main 

Reservoir Air Hoses

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Diaphragms and 

Diaphragm Curtains

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Reliability and PostDelivery Tests 

(MTBF Monitoring 

for a Period of 365 

Days) 

19.7. Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

Software Files 19.7.2 Destination 

Corridor

PRIIA BiLevel 

Passenger Rail Car 

Specification

ROM Totals $640,000 $600,000
60

Appendix A2. Track Tests.pdf

Track Tests

Test Type/Name Specification Facility Requirements Proposed 

Location ROM Cost Comments

Characterization Tests

Test Methods for Fastening 

Systems—In Service Testing

BS EN 13146-8:2002 RTT at TTC TTC/HS 

Corridor

$100,000 In situ testing at TTC

Improved Rail Steel Shared Track Facility TTC/HS 

Corridor

$100,000 Metallurgical Tests lab & field

Automated Track Inspection 

Equipment

TTC/HS 

Corridor

$75,000 Evaluation of existing onboard 

inspection systems

Special Trackwork and HSR 

Components

Shared Track Facility TTC Requires installation of test articles—

speed capable to 160 mph

Range of Track Stiffness RTT at TTC TTC $150,000 Use of TLV type of test system

HSR Track Maintenance 

Standards

RTT at TTC TTC $200,000 Development of process—time

Rolling Contact Fatigue RTT at TTC TTC/HS 

Corridor

$200,000

Accuracy of Track Geometry 

Vehicles for HS Operations

TTC/HS 

Corridor

$75,000 Evaluation of existing onboard systems

Slab/Ballasted Track Testing RTT at TTC TTC $100,000

Rail Profile and Gage 

Testing

RTT at TTC TTC $75,000 Evaluation of existing systems—non 

contacting onboard systems

Rom Totals $1,075,000

Qualification Tests

Ground Borne Vibration 

Testing

HS Corridor $100,000 Location sensitive test
61

Appendix A3. Signal Tests.pdf

Signal Tests

Test Type/Name Specification Facility Requirements Proposed 

Location

ROM 

Cost Comments

Characterization Tests

Signaling Equipment ETCS Level 2 

assumed

TTC/ 

Destination 

Corridor

Research and development testing at 

TTC requires installation of equipment

Signal System ETCS Level 2 

assumed

TTC/ 

Destination 

Corridor

Research and development testing at 

TTC requires installation of equipment

Continuous Test Track with 

Two Radio Stations for Speed

250 mph capable TTC/ 

Destination 

Corridor

TTC max speed 165 mph

Interface Testing with New 

Vehicles

ETCS Level 2 TTC/ 

Destination 

Corridor

Research and development testing at 

TTC requires installation of equipment

EMI and RFI Tolerance TTC/ 

Destination 

Corridor

$100,000 Use of subcontractor—Retlif Labs 

development of EMI/RFI to then test 

system tolerances

Software Testing TTC $100,000

Electrical Resistance EN 13146-5 TTC/ 

Destination 

Corridor

$100,000

Qualification Tests

Software Qualification

ROM Totals $300,000
62

Appendix A4. Catenary Tests.pdf

Catenary Tests

Test Type/Name Specification Facility Requirements Proposed 

Location

ROM 

Cost Comments

Characterization Tests

Catenary Registration TSI Infrastructure 

L071 2008-217-EC 

sec. 4.2.3

TTC/ 

Destination 

Location

Updates may be required to TTC 

catenary

Pantograph and Catenary 

System Performance Testing

BS EN 50206-1:2010 TTC/ 

Destination 

Location

Updates may be required to TTC 

catenary

EMI and RFI Vehicle 

Induced and Ambient

TTC/ 

Destination 

Location

Pantograph Contact Force BS EN 50206-1:2010 TTC/ 

Destination 

Location

$25,000 Static

Automatic Train Protection TTC/ 

Destination 

Location

Train Control

Electrical Interface Test TTC/ 

Destination 

Location

Qualification Tests
63

Appendix A5. Materials Tests.pdf

Materials Tests

Test Type/Name Specification

Facility 

Requirement

s

Proposed 

Location ROM Cost Comments Source/Reference

Materials Certification 

Tests

Exterior Glazing 49 CFR 223 requirements Factory/

Laboratory

PRIIA BiLevel Spec 305

Interior Materials Per smoke, flame & 

toxicity requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305

Subfloor Panels Per strength & impact 

resistance requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305

Stainless and Carbon Steel 

used in Car Shell 

Per strength, composition 

& performance standards

Factory/

Laboratory

PRIIA BiLevel Spec 305

Components used in the 

Truck, Suspension and 

Couplers 

Per strength composition 

& performance standards

Factory/

Laboratory

PRIIA BiLevel Spec 305

Insulation Materials Per applicable insulation

performance standards

Factory/

Laboratory

PRIIA BiLevel Spec 305

Materials used in Food Prep 

Areas, Portable Water 

Systems, Trash Storage

Per applicable public 

health standards

Factory/

Laboratory

PRIIA BiLevel Spec 305

Interior and Exterior 

Emergency Signage 

Materials 

Per FRA emergency exit 

signage requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305

Emergency Power Sources Per FRA emergency exit 

pathway requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305

Emergency Equipment Per FRA regulations and 

other applicable 

requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305

Exterior Graphics Per applicable performance 

requirements

Factory/

Laboratory

PRIIA BiLevel Spec 305
64

Appendix A6. System Tests.pdf

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

Characterization Tests

Suspension System

Wheel Load Equalization Per APTA SS-M014-06 Class GRTT High-Speed 

Siding

TTC $100,000 *TTC capable only to 160 mph Locomotive spec 

PRIIA 305

Static Lean Per FRA 49CFR 

213.57 and FRA 

49CFR 213.329

TTC $60,000 Separate multiple car tests—e.g.,

power car, coach car ROM is per 

car

Locomotive spec 

PRIIA 305

Track Dynamic 

Maximum P2 Forces 

82,000 lb for a 0.5-

degree dip angle at 

all speeds up to 

125 mph

RTT High-Speed 

Siding with 

MCAT segments

TTC $150,000 Installation of “bump(s)” and 

testing

Locomotive spec 

PRIIA 305

Dynamic Response on 

FRA Class 1 through 5 

Track (Constant Curving, 

Spiral Negotiation, Twist 

& Roll (90 mph), Pitch & 

Bounce (90 mph), Yaw 

& Sway (90 mph), 

Dynamic Curving)

Per Chapter XI of 

AAR M-1001

TTC $625,000 Provision of test facility and 

instrumentation IWS inclusive. 

IWS estimated at $450,000. 

Testing estimated at $15,000 per 

day × 5 days

Locomotive spec 

PRIIA 305

Dynamic Response on 

FRA Class 6 and 7 

Track, MCAT 

Simulations,

Per 49CFR 

213.345

TTC $200,000 Locomotive spec 

PRIIA 305
65

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

VTI Safety Limits Per 49CFR 

213.333 and APTA 

SS-M-017-06 

using a minimum 

conicity of 0.3, 

IWS testing 

required.

RTT High-Speed 

Siding

TTC $200,000 Locomotive spec 

PRIIA 305

Brake System

Wheel Slip-Slide Control 

System—Maximum jerk 

rate of 1.5 mph/s/s

Builder $150,000 Can be performed at TTC. Spray 

system installed and full 

instrumentation of multiple 

tachometers and reference 

speeds.

Locomotive spec 

PRIIA 305

Braking Rates 21.1.3 TTC $100,000 Concurrent with locomotive 

testing at various vehicle 

weights.

Locomotive spec 

PRIIA 305

Parking Brake must hold 

Locomotive on a 3% 

grade

3% grade Corridor TTC does not have a 3% grade Locomotive spec 

PRIIA 305

Road Brake Test (loco + 

4 cars)—deceleration 

rates, stopping distance, 

wheel temperatures, 

spin/slide control

TTC $100,000 Locomotive spec 

PRIIA 305

Blended brake test—

deceleration rates, 

stopping distance

TTC $100,000 Locomotive spec 

PRIIA 305

Complete Train
66

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

Dimensions with Bogie PC-TC036-B01.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Axle Load PF-0086 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

External Lighting 3EH-213062-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Internal Illumination 3EH-212868-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Cab Voice Recorder 3EH-212847-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

ASFA Stand Alone 3NGG509459.PRS Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Electrical Resistance 

between Wheels

PF-0084 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Pantograph Contact 

Force, Current Flow, and 

Control AC

3EH-213327-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Pantograph Contact 

Force, Current Flow and 

Control DC

3EH-214180-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Air Circuit PE:775.00.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Pneumatic Circuit PE:775.00.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Compressed Air and 

Brake Via Brake Pipe

PF-0120 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle
67

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

Automatic Train 

Protection ETCS + STM 

LZB, EBICAB 

(900+ASFA)

3NGM004183D00

0

Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Parking Brake PE:775.00.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Internal Sockets 

230VAC

3EH-212988-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Dead Man 3EH-212988-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Heating, Ventilation, Cab 

Air-Conditioning

PF-0131 / PF-0124 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Dynamic Gauge PF-0113 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Electrical Interface Test PTIR08-93 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Electrical Interface Test PTIS08-30 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Speaker System 3EH-213443-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Rearview Mirror Video 

System

3EH-212949-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Safety Systems PTIS08-29 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Train Composition 

Visual Inspection

PC-TC036-L20.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle
68

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

Sanding PTIR08-85 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Wheel Flange 

Lubrication

PTIR08-84 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Analog Radio (Artexo) TR-100E/2 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Alarm Handle EN50215:2009 

8.14.7

Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

External Lighting 3EH-213062-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

All Control Functions 

from Control Device, 

Switch, Press Button

3EH-213815-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Wheel Seizure Detection PF-0121 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Basic Functions Vehicle 

Operation

3EH-213127-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Bug Nose, Front-, Backand Emergency Coupling 

Semi Static

tbd Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Doors and their

Respective Activation 

Control

PTIR08-91 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Rearview Mirror Video 

System

3EH-212949-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle
69

System Tests

Test Type/Name Specification Facility 

Requirements

Proposed 

Location

ROM Cost

Comments Source/Reference

Basic Functions Vehicle 

Operation

3EH-213127-0001 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Bug Nose, Front-, Backand Emergency CouplingPTIR08-88 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Train Composition 

Visual Inspection

PC-TC036-L20.00 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Digital Radio (GSM-R) 4449.001.00001.IV Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Suspension Coefficient PF-0105 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Noise Static PF-0127 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Horn Static PF-0106 Static Test—

catenary required

Builder S130 TT and RT 

per vehicle

Aerodynamic Testing Wind tunnel Laboratory Mostly CFD modeling validation

Signal System See Signal tab on worksheet

Wayside Detectors for 

HSR Operations

RTT at TTC TTC Research and development 

testing at TTC requires 

installation of equipment

ROM Total $1,785,000

Qualification Tests

Vehicle Dynamic 

Qualification

49CFR 213.345 RTT High Speed 

Turnout with 

MCAT segment

TTC $7,426,000 Test track segment required. Add 

price of IWS at $450,000; Speed 

limited to 130 mph

ROM Totals $9,211,000
70

Appendix B. Proposals to Upgrade RTT at TTC including

ROM Cost Estimates
71

Figure B1. RTT Proposal No. 1 Figure B2. RTT Proposal No. 2

# Description Max. Curve 

Speed

(mph)

Est. Max. 

Speed

(mph)

Cost

($M)

Time

(months)

1 By-pass RTT reverse curve 162 180 33 28

2 Extend RTT 6.8 miles to eliminate reverse curve 162 200 53 32

3 Extend RTT 14.4 miles to northern property limit 187 235 88 36

4 Extend RTT 17.3 miles using LIMRV alignment 187 230 95 36

5 New Ultra High Speed Loop within property 

limits

225 270 146 36

6 New Ultra High Speed Loop extending north of 

property limit

225 305 205 36
72

Figure B3. RTT Proposal No. 3 Figure B4. RTT Proposal No. 4
73

Figure B5. RTT Proposal No. 5 Figure B6. RTT Proposal No. 6
74

Abbreviations and Acronyms

AAR Association of American Railroads

APTA American Public Transportation Association

C&TC communication and train control

CFR Code of Federal Regulations

EMI electromagnetic interface

ETCS European Train Control System

FAST Facility for Accelerated Service Testing

FRA Federal Railroad Administration

GPR ground penetrating radar

GRMS gage restraint measurement system

HEP head-end power

HSIPR high-speed and intercity passenger rail

HSR high-speed rail

HTL High Tonnage Loop (track at TTC)

HVAC heating, ventilating, and air-conditioning

MCAT minimally compliant analytical track

OTIS Online Tracking Information System

PRIIA Passenger Rail Investment and Improvement Act

PTC positive train control

RDTF Rail Defect Test Facility (at TTC)

RFI radio frequency interference

ROM rough order of magnitude

RSAC Railway Safety Advisory Committee

RTT Railroad Test Track (at TTC)

TTC Transportation Technology Center (the site)

TTCI Transportation Technology Center, Inc. (the company)

UIC International Union of Railways

VTI vehicle track interaction

WIU wayside interface unit

WRM Wheel Rail Mechanism (track at TTC)