Appendix_A_Final.pdf

Automated Track Inspection Program (ATIP) Support Services

APPENDIX A – Statement of Work (SOW)

Support Services

Administration

Fleet Management

The contractor shall operate and maintain the government-furnished FRA geometry car safely and efficiently, accurately record track geometry data, perform corrective and preventive maintenance work, make the necessary adjustments and all activities required to keep the geometry car’s equipment and instrumentation in an operational, safe, clean and orderly condition. The functional element of the FRA geometry car Operations Task is the manpower and materials necessary to support one (1) inspection mile.

The contractor shall furnish and be responsible for all necessary management, labor, supervision, management support, transportation, equipment, and materials (except as specified herein as government-furnished) to provide satisfactory service of ATIP operations and maintenance. Additional services or equipment required by changes in mission assignments shall be affected by written contract modifications.

The contractor shall ensure that track testing will include: safe operation, proper calibration, data acquisition, onboard maintenance of instrumentation, and preparation and distribution of survey results within established guidelines. FRA geometry car track survey shall result in the generation and delivery of a hard or soft copy of a TSS Track Geometry Inspection Report (TGIR) (Attachment E, Exception List Section, Curve Analysis Section, Exception Summary Section, and Track Quality Index Section) and, optionally, a soft copy of the oscillograph geometry data channel charts (Video StripChart, or VSC). The contractor shall examine and report to FRA on a daily basis whether the recorded data does or does not satisfy the requirements of the program.

Scheduling successful ATIP inspections is attained by designing and managing a program that is efficient, and neither exhausts regional resources nor overburdens a particular railroad, but adequately covers ATIP priorities. The Program Manager is responsible for and oversees the preparation of a geometry car ‘schedule outline’ over a twelve-month fiscal year at the national level. The proposed outline is offered to the regions at annual planning meetings. Regional FRA Track Specialists review the schedule outline and provide comments of route feasibility. Upon regional acceptance, the TSD assigns the contractor to create a monthly calendar format, posts the schedules, and provide accessibility to the ATIP website at https://www.fra.dot.gov/Page/P0120. The ATIP schedule shall identify normal railroad crew change points and mileage that estimates expected travel time FRA geometry car can achieve in a 12-hour day.

An official notification letter and operations plan (see Attachment C) shall be prepared by the contractor. The letter is distributed to the respective railroads and applicable regions, in advance of the scheduled inspection. The content of the letter details FRA’s authority, operations plan geography, and other pertinent information.

The contractor shall safeguard the GFE and take reasonable precautions to prevent fraud, waste and abuse. The contractor shall designate at least one primary and one alternate custodian whose responsibility it is to receive, account for, and safeguard GFE. The contractor shall provide an Equipment Control Plan that shall encompass the requirements contained in this SOW. The Equipment Control Plan https://www.fra.dot.gov/Page/P0120 shall include a list of all GFE and a process for accepting and rejecting GFE in accordance with the following:

• The contractor shall perform an annual inspection and inventory of GFE, to be conducted during the anniversary month of the initial joint inspection and inventory, and submit a report of same to the Government Representative within 10 workdays of the date they are completed. The report shall indicate usage and any shortage for the performance required for the requirements contained in this document.

• The contractor shall have an option to purchase the GFE with a fair market trade-in value for the equipment provided by the government so that the contractor can operate the requirement specified in this document as a Contractor-Owned Contractor-Operated (COCO) operation mode.

• The contractor shall submit requests for replacement of Government furnished equipment to the Contracting Officer or other authorized personnel for processing. Such requests shall specify the reason for the replacement request.

• The government shall provide the application software and any documentation associated with the system currently being used.

Annual Deployment

ATIP compliance inspections are typically based upon a fiscal year and involve two types of inspection services, active and inactive. The contractor shall prepare and be available to conduct ATIP compliance inspections and perform periodic and annual preventive maintenance at least 312 workdays per fiscal year. The contractor shall allot thirteen (13) Federal and railroad holidays as well as, an additional ten

(10) days for contingency planning toward ATIP compliance inspections and periodic and preventive maintenance operations. Therefore, the contractor shall ensure the geometry cars are scheduled and available to inspect railroad track for the equivalent of 150 days per year. This excludes special assignment surveys that may be scheduled as a result of a specific events or requests

As explained in section 1.3, Active compliance inspections normally consist of three consecutive weekly (i.e., Monday through Friday) cycles. At the conclusion of the compliance inspection three week cycle, the contractor shall perform minor corrective or preventive maintenance and housekeeping, either on Saturday or Sunday. In addition, the contractor shall allocate a day for geometry car crewmember travel, maintenance, and survey preparation either at the beginning or end of active inspection cycles.

At the end of the three-week cycle, the contractor shall conduct and perform necessary geometry car maintenance and support functions at site specific locations, including, but not limited to:

1. Primary (car) propulsion and measurement systems,

2. Survey operation and maintenance documentation,

3. Housekeeping,

4. Logistics support, and

5. Spare part inventory.

Near the end of the fiscal year and dependent on the amount of periodic preventive maintenance necessary, the contractor shall recommend for TSD pre-approval the necessary time for OEM and regulatory annual, biennial, and triennial maintenance or technology refreshment (see Attachment F) Geometry Car Maintenance Information.

Another type of survey is to put the geometry car in an Amtrak consist and collect data and send the exception reports to proper FRA or Railroad officials. Since the runs could be over 24 hours crew will operate the geometry car on shifts maximizing the resources to effectively and efficiently accomplish requirements of the ATIP surveys.

Work Load Estimates

The contractor shall not exceed twelve (12) hours of continuous compliance inspection, unless pre-approved by FRA. However, it is understood that justifiable operating delays might occur from a variety of causes—unforeseen railroad operation, FRA geometry car equipment failure, or an emergency occurrence. The contractors shall explain the reason for excessive delays beyond 12-hours.

The contractor shall devise and report statistical information and processes to improve managing or possibly controlling operating time to FRA’s advantage (e.g., percentage of operational readiness; report and remedy excessive railroad delays such as, railroad crew reporting late for duty, or operational delays encountered because of not dispatching the geometry car in a timely manner and given priority status;

unexpected and unreasonable operation restrictions, etc.).

Definition of Active and Inactive Compliance Inspections

Except as designated by the TSD anywhere the FRA geometry car operates, the contractor shall ensure the TGMS instrumentation onboard continuously records applicable track geometry measurements in all types of weather and shall report specific locations of TGMS failure.

As directed by the TSD, the contractor shall ensure all active compliance inspections produce a Track Geometry Inspection Report (TGIR) of all applicable mainline tracks, controlled sidings, and ‘other than main track’ when scheduled, warranted, or where the opportunity is practicable. For example, occupying a main track and directed to occupy a siding to meet another train would present a compliance inspection opportunity. Unscheduled compliance inspection of main or yard ‘Excepted’ track designations is not permitted because of possible FRA geometry car damage. An authorized ATIP compliance inspection may take many forms of operation and are evolving on a day to day basis. This causes the need for the TSD to have the flexibility to deem any survey mode as active. Current modes are as follows;

1. Fully manned tested. (Where FRA and RR are onboard)

2. FRA-less operation (No FRA onboard)

3. Amtrak Assessment

4. Remote Desk

An authorized inactive compliance inspection occurs if the following prerequisites are in place:

1. Track segments are deemed invalid because of geometry measurement failure, instrument inaccuracy or damage due to snow, vegetation, or ballast level;

2. No TGIR is generated, where conditions exist to cause damage or are deemed by TSD as unnecessary but geometry measurement system is online in run mode for quality assurance purposes;

3. FRA geometry car is ‘deadheading’ in a train, the geometry measurement system is offline

4. Performing scheduled or unscheduled system maintenance and calibration testing; and

5. No compliance inspection is designated and authorized by the TSD.

Railroad representatives may question data collection and editing accuracy. Data accuracy requiring editing and possibly verifying may be confirmed by system health monitors en route or by direct track measurements and instrument verifications, at periodic stops en route and at the conclusion of the test, supervised under proper on-track safety procedures.

SYSTEM COMPLIANCE

Security Compliance

The contractor shall ensure that FRA geometry cars are compliant with the federal security requirements set by OMB A-130 and of the Federal Information Security Management Act (FISMA) as specified by National Institute of Standards and Technology (NIST). The contractor shall strictly adhere to their assessment, reporting, and remediation requirements.

Enterprise Architecture Support

The contractor shall work with the FRA Enterprise Architecture (EA) group to ensure that ATIP is aligned and supports the FRA – EA policies and the Federal Enterprise Architecture’s reference models. The contractor shall develop milestones, objectives and performance measures for the EA program with respect to FRA’s IT Strategic Plan, Exhibit 300 Capital Asset Plans and Business Cases, in accordance with OMB and FRA directives. The contractor shall provide response to request for EA related information from OMB, GAO, DOT and other oversight agencies, in a timely manner.

Deliverables Required

1. Security Audit Brief,

2. Quarterly Performance Report, and

3. Quarterly Compliance Report.

MANAGEMENT OVERSIGHT AND REPORTING

Project Plan

The contractor shall submit a Project Plan in MS Project 2000 or later, or a project management software system specified by the COR, no later than five business days after contract award. The Project Plan shall clearly outline the steps to be taken to successfully complete all of the tasks under this Task Order and ensure timely delivery to the government of all deliverables as specified in the delivery schedule. At a minimum, the contractor’s Project Plan shall include:

1. Proposed start and end dates that conform to the contract schedule of deliverables,

2. A work breakdown structure in which the duration of the smallest itemized task is no greater than one month,

3. Itemized tasks required from the government for successful completion of the project,

4. Resources responsible for the tasks, whether government or contractor, and

5. Tasks shall specifically describe the actual work activities to be performed.

6. Status Meetings and Reports

The contractor shall provide semiannual and monthly status briefings and reports throughout the duration of this contract. Semiannual meetings shall ordinarily be held on the midpoint of a month following the close of a Contract Quarter of operation. Monthly status reports, due on the 15th of each month, shall show actual progress against the project work plan by hours expended and estimated percent of work accomplished. The status reports shall:

1. Provide a brief, factual summary description of technical progress made and hours incurred for each task (or groups of tasks) during the reporting period.

2. Identify issues that present technical performance or schedule risks and their impacts, causes, proposed corrective actions, and the effect that such corrective actions shall have on the accomplishments of the contract objectives.

3. Provide an updated project plan, including the degree of completion of tasks/activities by time intervals compared against the project plan baseline.

4. Describe planned activities for the next reporting period.

Management and Administrative Support

Activities in this task are management and administrative support services are scheduling, correspondence, meeting coordination, documentation, communication, and others for successful ATIP.

For travel, the contractor shall maintain cognizance of Federal and FRA travel regulations, policies and requirements.

Deliverables Required

1. Project Plan,

2. Monthly Status Report, and

3. Quality Control Plan per QASP

Within 15 working days of the contract award, the contractor shall provide a written mutually agreeable work prioritization procedure on prioritizing work requests to ensure all work requirements are completed in a timely, efficient, and cost-effective manner. The contractor submits a written quarterly report that lists all the accomplishments, concerns, and issues by the 15th day of the month following the quarter. This will include jobs initiated and completed along with the list of jobs in progress with estimated date of completion.

Management and administrative support shall include, but not limited to, subject matter expertise, planning, scheduling, report preparation, establishing and maintaining records, and quality control. (See Attachment G - ATIP Management and Administrative Reports).

The contractor shall assign a workforce, with the necessary expertise, to assure satisfactory performance of the required work. The objective of which shall be to support furnishing data to the centralized FRA database management system, for the convenient access to survey data both onsite and offsite locations via the Internet, at the discretion of the Track Staff Director (TSD).

Operation (Lots 1-4 and 7)

Equipment

The contractor will be required to install, and maintain track geometry systems that meet the prescribe standards contain within this statement of work. These systems will be maintained throughout the life of the contract with a refresh time not to exceed 2 years. Under the agreement for providing equipment all engineering and support shall be covered under this cost.

This section describes the FRAs requirements for Manned operations

MEASUREMENT SYSTEM ACCURACY

Track parameters shall be scaled and displayed on a video monitor as an oscillographic representation (also viewable within FRA TDMS application). The analog signals are simultaneously processed in real-time to produce a printed Track Geometry Inspection Report (TGIR) and electronic mediums upon demand for distribution to railroads and FRA.

Table 3 describes the measurement capability, range, and laboratory accuracy requirements of the FRA geometry car instrumentation for output in testing mode in either direction of travel. All parameters are defined over a temperature range of minus 20-degrees to 115-degrees F. These specific performance parameters of the track geometry instrumentation are those as read out on a printer and on monitor displays. Repeatability testing shall compare multiple geometry foot by foot data files recorded at a range of acceptable speeds, in opposite directions over a track segment.

FRA geometry cars shall be capable of measuring, computing, and recording to speeds up to 125 miles per hour in accordance with FRA parameters as shown below:

Table 3 Technical Requirements of Geometry Car Instrumentation

System Measured Range Precision

Speed Range

(MPH)

Measurement Uncertainty (Standard)

Field Reproducibility (inches)

Mean Standard Deviation

Distance (miles) 9,999.9 1-Foot

0-125 2.0feet N/A N/A

Speed 0-200 mph 1 mph 0-125 0.25 ft/sec N/A N/A

Gage

(Normal Rail Section)

55 ½ to 58 ½” (1.41 -1.49m) minimum

0.01" 0-125

.04 Inch

(1.0 mm) .03125 inch .0625 inch

Left or Right Curvature ± 20 Degrees 1minutes 5-125 0.07 Degrees/ 100' chord

0.01 Degrees/

100' chord

0.15 Degrees/

100' chord

Crosslevel ± 10 inches Minimum 0.01" 0-125

0.04 Inch

(1.0 mm) .03125 inch .0625 inch

System Measured Range Precision Speed

Range

(MPH)

Measurement Uncertainty (S d d)

Field Reproducibility (inches)

Runoff ± 6 inch Minimum 0.01" 0-125

0.04 Inch

(1.0 mm) .03125 inch .0625 inch

Profile (Inertial) ± 6 inch Minimum 0.01" 5-125

0.04 Inch

(1.0 mm) .03125 inch .0625 inch

Alignment ± 6 ¼ inch Minimum 0.01" 15-125

0.08 Inch

(2.0 mm) 03125 inch .125 inch

Warp ± 10 inch Minimum 0.01" 5-125

0.04 Inch

(1.0 mm) .03125 inch .0625 inch

Limiting Speed 0-200 mph 1 mph rounded down 5-125 N/A N/A N/A

Ride Quality ± 1g .01g 0-125 1/64 g N/A N/A

Geo-Spatial Long-360˚

Lat ± 90˚ 2- Feet 0-125 5 Feet N/A 4-Feet

TRACK GEOMETRY QUALITY

All precision and accuracy specifications imply a confidence limit of 99-percent. The following are terms used to describe track geometry quality:

• Precision is defined as the exactness with which a number is specified, the number of significant digits with which a number is expressed;

• Accuracy is defined as the closeness of the measurement to the actual dimension;

• Range is defined as the interval between those upper and lower limits over which the measurement systems must operate and perform in accordance with all other specifications.

The actual dimension is determined by measuring with an agreed upon standard measurement tool. For example, for measurement of gage, the standard measurement tool would be a gage bar;

• Reliability is defined as the likelihood of a FRA geometry car system or device continuing to function over a given period of time and under specified conditions. Reliability is measured by different performance indexes. For example, the reliability of a hard disk is often given as mean time between failures (MTBF): the average length of time the disk can be expected to function without failing;

• Repeatability is computed using statistical standard deviation equation of the differences in the measurements made over the same piece of track. “Measurements made over the same piece of track,” means successive dynamic runs in either direction and at any speed; and

• Resolution is defined as the fineness of the instrumentation readout. For example, a measuring scale, which is marked off in ⅛-inch (3.18 mm) incremental divisions, has a resolution of ⅛ of an inch.

DIFFERENTIAL GLOBAL POSITIONING SYSTEM (DGPS)

The DGPS subsystem should be capable to calculate a unique longitude/latitude for every foot of data.

This should be accomplished through a process of DGPS data dead-reckoning. The data from the DGPS subsystem should be available to tag all exception and events that are generated by other subsystems of the geometry system in near real time.

RIDE QUALITY MEASUREMENT SYSTEM (RQMS)

The RQMS will have as a minimum, the following sensors:

• Carbody Lateral acceleration

• Carbody Vertical acceleration

• Truck Lateral acceleration

These will be sampled in the time domain with a minimum sample rate of 200 Hz. It is desirable that the sampling frequency be configurable. The signal will be conditioned with the proper anti-aliasing filter for the sample rate that is used. The software will have adjustable low-pass filters with a range of 5 Hz - 50 Hz. The software will pass the data first through a low pass filter and then through an exception processing routine. The exception routine should be configurable for all channels to be able to do the following;

1. Peak to peak exception in a time window that can be adjusted from 0.1 to 5 seconds; this will be a moving time window. The exception level will be configurable in value of g-force (g).

2. RQMS exceptions in a time window that can be adjusted from 0.1 to 5 seconds; this will be a moving time window. The exception level will be configurable in g.

3.

All exceptions will be tagged with milepost, footage past milepost, and GPS coordinates.

Deliverables Required

1. Security Audit Brief,

2. Quarterly Performance Report, and

3. Quarterly Compliance Report.

Operational Cost

Operational cost shall be calculated on a per day basis based on hours needed to run a geometry car/s.

ATIP has maintained an estimated average of 12 hour work days for 3 weeks a month Monday through Friday with 1 day of maintenance over the weekend. This cost will not include the railroad and FRA inspectors that ride the car for the day. However this cost will need to include food and drink for all riders and all consumables needed in conjunction with providing meals on the car (paper plates, paper towels, etc.…).

During survey operations, the contractor shall establish a passenger log. All invited non-railroad guests prior to boarding the FRA geometry car, shall require approval by FRA in order to correctly implement safety and liability issues. As the FRA geometry car conducts surveys over the nation’s railroads, safe operations are the responsibility of all persons’ onboard. Table 1 summarizes the authorized onboard personnel during FRA geometry car surveys. The capacity for onboard personnel is, characteristically, one to three railroad-operating crewmembers, one or more railroad officers, and one or more FRA personnel.

Table 1 Authorized Personnel Onboard FRA Geometry Car

ORGANIZATION NUMBER OF PERSONNEL

CONTRACTORS (4)

1 SURVEY DIRECTOR

1 DATA SPECIALISTS

1 TECHNICIAN (OCCASIONAL)

1 FORWARD OBSERVER

(OCCASIONAL SUPERVISOR)

RAILROADS (3-7)

1-3 CREWMEMBERS

1 MW REPRESENTATIVE (ROADMASTER)

(OCCASIONAL 1-3 ADDITIONAL PERSONS)

FEDERAL RAILROAD

ADMINISTRATION (2-3)

1-2 TRACK INSPECTOR

(OCCASIONAL RRS OR REGIONAL SUPERVISORS AND OTHER APPROVED GUESTS)

Railroad Cost

The railroad charges ATIP for daily operations across their respective territories. This cost varies across all the railroads. This cost will usually cover the locomotive and the crew. If fuel is needed for the geometry cars this will usually be a separate cost. All of these charges will be directly billed to the program. The railroad has up to 1 year to bill for these services. If the railroad has not billed within the 1 year timeframe the money set aside for the railroad cost will then be reused within the program at the discretion of the Program Manager.

Maintenance

ATIP GEOMETRY CAR FLEET MAINTENANCE

The overall objective of this task order is to procure preventive and scheduled maintenance, repair and overhaul services from a dedicated repair source in order to provide a quality and timely product to meet FRA geometry car survey operation needs.

Technical Objectives

The technical objectives of this task are to select a repair source that demonstrates to the FRA the ability and experience to maintain, repair, and overhaul FRA geometry cars and can furnish the necessary plant facilities, buildings, capacity, equipment, materials, and trained personnel to provide a quality maintenance program. Although the repair and overhaul requirements are in accordance with specific OEM technical orders, the repair source should have the flexibility and knowledge to develop and provide alternate repair schemes, cost-effective solutions on parts, and technical and engineering advice to FRA technical organizations.

The contractor shall develop a form used to request engineering assistance for parts that do not conform to the technical data found in the applicable technical orders. The repair source should have the flexibility to develop a similar form that meets or exceeds the data requirements needed. The repair source shall develop a method of communication to be used with the PM on matters concerning materials substitutions, waivers, deviations, process and process control deviations, quality and material deficiency reports, and any other situations that require the attention and approval of the TSD.

Management Objectives

The management objective of this task is to allow the repair source the maximum flexibility to innovatively manage the projected schedule, performance, risks, warranties, subcontracts, and data to provide serviceable geometry car items on time to meet FRA requirements to perform periodic routine maintenance on the FRA geometry car fleet and keep all associated equipment operating in accordance with the approved maintenance instructions.

The contractor shall identify single-point of failure parts, prepare an inventory list, and supply necessary spares and consumables, except for extraordinary parts required for maintenance of the FRA geometry cars; the purpose of which is to avoid a lengthy delay and cost of shipping the necessary parts to support the FRA geometry car operation.

The contractor shall perform, or arrange with a provider if necessary, for daily, monthly, annual, and triennial maintenance, in accordance with FRA policy and federal regulations. Historically, maintenance occurs at the end of each fiscal year (annual) and every three (3) fiscal years (triennial). Maintenance may occur at facility locations “nationwide”. The contractor shall obtain the location of these facilities, develop a maintenance record database, and arrange the necessary maintenance work to fully support the FRA geometry car. FRA reserves the right to specify a geographic location for the contractor’s facility or direct the contractor to operate at a government owned or leased facility. The contractor would then be required to establish themselves in the location or facility as directed by the FRA.

The cost of an extraordinary part, such as propulsion diesels, auxiliary diesel, air compressor, air-conditioning unit, radiator fans, railway truck components, wheelsets and other like items, not required for routine operation and maintenance tasks, may be considered allowable, provided that such costs are approved by the Contracting Officer. The cost of the railroad supplied labor, and directly associated materials, for the FRA geometry car shall be paid through the established invoicing and accounting procedures (see Technical Exhibit III).

The cost for these maintenance cycles is indeterminate and can vary due to the necessity of unforeseen operational problems that may be detected at the time of maintenance. The contractor shall be required to receive a best estimate from a provider prior to the work being performed. Work shall not begin until approved by the Contracting Officer.

This section describes the FRAs requirements for Unmanned operations (lots 5 and 6)

General System Requirements

All equipment and systems shall be designed for safe, unattended operation. Rail car systems shall conform to AAR interchange rules and FRA regulations, as applicable. Warning labels, lock-outs, emergency shut downs and other placards and appliances shall be installed to prevent personal injury and to facilitate safe control of the railcar and systems. 24 hour emergency contact information shall be prominently displayed on the railcar.

All systems shall be designed for 90-day minimum service intervals.

ATGMS Data Quality Requirements

Data quality shall meet ATIP reproducibility standards with allowance for the upper threshold of crosslevel, as detailed in the following table:

Parameter

Reproducibility

Standards

(Std. Dev.)

ATIP Truck- Mounted System Performance

(STD)

Expected Carbody- Mounted System Performance

(STD)

Gage

[in]

0.0625 0.015~0.025 0.02~0.035

Curvature

[deg]

0.15 0.006~0.06 0.006~0.06

Crosslevel

[in]

0.0625 0.03~0.06 0.04~0.075

Profile MCO62

[in]

0.0625 0.015~0.03 0.02~0.045

Alignment MCO62

[in]

0.125 0.02~0.04 0.03~0.055

Power System Requirements

Remote Track Geometry System (RTGMS) shall be powered from a low voltage (72 volts or less) DC battery system. The battery system shall use AGM style batteries. Primary charging source for this battery system shall be solar. For backup charging needs (in case of solar failure or unavailability) a suitable external charging system shall be provided. FRA prefers that this power source be powered without diesel or gasoline fuel.

A suitable, commercially available charge controller shall be procured to control the power system. The charge controller shall have safety provisions and a basic communication system to 1) protect all systems from over or under charge, 2) automatically shut down power in the case of a safety fault and,

3) communicate basic system state information (on/off/fault) to the ATGMS.

Management

The contractor shall manage all aspects of this task to realize the project goals and objectives. The contractor shall assist FRA and FRA’s contractor with logistics support for a freight service system demonstration.

The contractor shall provide the necessary personnel, materials and equipment required to complete the following work items.

Assumptions not covered in the unmanned portion of this RFP are covered in the manned portion.

Other Technologies

FRA is open to any technologies that are not covered directly within the SOW. If there are technologies that are not described within this SOW a separate proposal will need to be provided for evaluation. All “other” technologies require same or similar compliance with IT and operational regulations.

LOTS:

LOT-1 DOTX216

DOTX 216 was originally built in 1968 by the Budd Company for the Penn Central Railroad as a self-propelled “Metroliner”, car number 803. It was later rebuilt by Amtrak and used as a cab car, number 9642, for service on the Northeast Corridor. In 2000, DOTX 216 was converted by ENSCO, Inc. and Delaware Car Company to a high speed research platform for the FRA’s Office of Research and Development. Although the geometry car is owned by the FRA’s Office of Research and Development, it is often used by ATIP to support the Office of Railroad Safety’s mission.

DOTX 216 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a multi-car ride quality measuring system (RQMS), and other instrumentation for conducting track measurements at speeds up to 125 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss. The RQMS measures lateral and vertical carbody accelerations, lateral truck acceleration, and vertical acceleration at each end of one axle. The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

LOT-2 DOTX 218/220

DOTX 218 was originally built in 2004 by ENSCO, Inc. and Plasser American for the FRA. The car was specifically designed to support FRA’s Research and Development initiatives in the area of gage restraint measurement. The car has operating desks at each end, a data viewing and track observation area, an instrumentation area, a small kitchen, a restroom, a tool storage and work bench area, and a mechanical room. Although the geometry car is owned by the FRA’s Office of Research and Development, it is often utilized by ATIP to support the Office of Railroad Safety’s mission.

DOTX 218 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a gage restraint measurement system (GRMS), and other instrumentation for conducting track measurements at speeds up to 80 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss. The GRMS measures unloaded gage, loaded gage, lateral force, and vertical force. The GRMS measured parameters are used to derive gage widening projection (GWP) and projected loaded gage (PLG). The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

LOT-3 DOTX 219/223

DOTX 219 was built in 2006 by ENSCO, Inc. and Plasser-Theurer for the FRA. The car was specifically designed to support ATIP operations. This self-propelled rail-bound track measurement survey car was constructed with dual power plants, hydrostatic transmissions, and electrical generators. DOTX 219 can be configured for towing by locomotives and has been operated in this mode, continuously, since early 2010. The survey car was designed with special consideration toward crashworthiness regulations and maximum operation clearance flexibility achieved through its carbody design. The car is equipped with an ADA compliant lavatory, an observation area, work bench, computer operator room, and operating cab. DOTX 219 is powered by an advanced programmable logic controller (PLC) system to ensure precise interaction of all of its subsystems.

DOTX 219 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a ride quality measuring system (RQMS), and other instrumentation for conducting track measurements at speeds up to 90 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss. The RQMS measures lateral and vertical carbody accelerations, lateral truck acceleration, and vertical acceleration at each end of one axle. The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

LOT-4 DOTX 221

DOTX 221 was originally built in 1954 by the Pullman Car Company for Canadian National Railway (CN).

After disposition by CN, the car was used by various charter services until the FRA purchased it in 2005.

The car has four double occupant sleeping berths, a lounge area, an office area, a small kitchen, a restroom, and small storage area. The car is used by FRA as a crew support car for operations in revenue Amtrak trains, as a platform for unmanned track assessment technologies, and other operations as needed.

DOTX 221 is equipped with an automated track geometry measurement system (ATGMS) and a Vehicle Track Interaction (VTI) system. The ATGMS measures distance, gage, cross-level, curvature, alignment, and profile. Measured parameters are transmitted via cellular modem to a server for storage and exception dissemination. The VTI monitors carbody lateral and vertical acceleration, truck lateral acceleration and axle vertical accelerations. Accelerations exceeding user defined thresholds are flagged as exceptions, which are displayed onboard with location information.

LOT-5 DOTX 225

DOTX 225 was originally built in 1978 by Pullman Car Company for the Escanaba and Lake Superior Railroad (ELSRR) to haul paper.

This platform will be put into service for the ATIP unmanned operations and will operate completely remote.

LOT-6 DOTX 226

DOTX 226 was originally built in 1978 by Pullman Car Company for the Escanaba and Lake Superior Railroad (ELSRR) to haul paper.

This platform will be put into service for the ATIP unmanned operations and will operate completely remote.

LOT-7 R-4 (Hy-Rail)

R-4 was procured in April 2007. This truck was acquired to help supplement the Research and Development department of FRA.

R-4 will be used a vehicle that can be deployed throughout the country and can be equipped with multiple mobile test systems.