AMTRAK MAINTENANCE TRAINING MANUAL SUPERLINER PASSENGER CARS
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CAR EXTERIOR ARRANGEMENT STANDARDS ARE MOSTLY COVERED WITH STAINLESS STEEL WITH EXEMPTION OF THE UNDER FRAME
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ENTRANCE DOORS:Station entrance to the bi-level cars is through center doors on both sides of the car. These doors open inward into a vestibule area. On the dining car these doors are not used for passenger entrance or exit.
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ADDITIONAL CAR ENTRANCE ARE THROUGH THE PASSAGEWAYS LOCATED AT "a" AND "b" END OF THE UPPER LEVEL FOR
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ACCESS DOORS : 1.2.2 ACCESS DOORS There are a number of access areas located on the exterior of the car. The equip-ment compartment access doors are on the left side of the car. They are hinged to swing outward and have door latching that is operable from the outside. The access doors per-mit removal, replacement and service functions of all equipment components
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UTILITY DOORS: The utility room access doors are located on both sides of the car. There are two doors for the room that swing outward and latch in a fully open position. The doors have locks which are operable from the outside by the standard AMTRAK coach key. The space is used to store checked baggage on the coach and sleeping cars. On the dining car, the utility room is used to house the components necessary for food service.
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An air conditioning filter access door is located on both sides of the car. It provides access to disposable filters for fresh and recirculated air. Access is with the stan-dard AMTRAK coach key
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A three light brake indicator light is installed on the outside of each car at a point near the centerline. This light indicates the condition of the brakes and electro-pneumatic magnetic valves on that car. The light colors are amber for "applied," green for "released" and white for "test indication." They are of sufficient brightness so that, in normal sunlight they are visible for a distance of 600 feet. This light also indicates handbrake status by lighting the "applied" light when the handbrake is on.
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The "test indication" light indicates that the car has made its individual response to a locomotive initiated electric trainline magnetic valve brake application or brake re-lease signal.
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Two red marker lights are located on each end of each car. These marker lights operate on the D.C. circuit.
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A body end light is located on each end of the car. These lights are used to illumi-nate the walkway between cars.
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SAFETY APPLIANCESThe safety appliances are installed at passageways, side door and side ends of the cars. They consist of handholds, steps and safety bars. The handholds are located at the side entrance doors, both sides of each body end door, and the side ends. Side sill steps are provided on all four corners of the car directly below the side end handholds. End steps are located at the "A" and "B" end on either side of the coupler.
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At each end of each car are two (2) hinged transverse safety bars that are used when the car is in the leading or trail position on a train. When extended, they form a horizontal barrier across the end of the car at the height of 2 feet and 4 feet above the floor. It is manually lowered into position and positioned by a locking receptacle which prevents disengagement, except by manual operation.The two (2) handholds at the side entrance and body end doors assist passengers entering the car or going from car-to-car through the walkway.
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A type H tightlock coupler is provided at each end of the car and is fitted for manual coupling and uncoupling. (See figure 1-2.) Uncoupling from ground level is accomplished by an uncoupling lever located at the left side of the car, when facing the car. Trainline connections are made through receptacles at both ends o
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A type H tightlock coupler is provided at each end of the car and is fitted for manual coupling and uncoupling. (See figure 1-2.) Uncoupling from ground level is accomplished by an uncoupling lever located at the left side of the car, when facing the car. Trainline connections are made through receptacles at both ends of the car
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Separate jumper ca-bles are used to interconnect cars and for looping circuits. The red receptacle is for power, the blue for communication and control and the white for the dummy communication and control.
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The power trainline receptacle is used to handle the 480 volt, three phase, 60 Hertz power from the locomotive. Jumper plugs for this receptacle are equipped with three power points and three shorter control points. When any jumper is disconnected, the shorter control points break contact first, opening a contactor in the 480 volt supply in the locomotive. This prevents disconnecting the power points under load
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Intercar communication, control and looping circuits are trainlined through a 27 point jumper at each end of the car. Two 27-point receptacles are located at each end of the car at the centerline. One is a dummy receptacle. A third receptacle is for connection to the locomotive.
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When not in use the loose end of the jumper from the car-to-car trainline control receptacle is plugged into the dummy receptacle. This completes a loop control circuit at the far end of the train. The loop relay is energized arid establishes the battery source and continuity for trainlining brake application and release lights.
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Brake pipe and main reservoir trainline pneumatic coupling is made manually with hose connections at each end of each car
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The connections to the trainline permanent cable receptacles are made with AAR standard connectors which are prominently identified
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The car's two (2) trucks each have two (2) axles with outboard mounted 6-1/2" x 12" roller bearings and 36" diameter multiple wear wheels. Each axle has two (2) inboard mounted brake discs
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The truck frames are of welded steel construction and of "H" configuration. The primary suspension is through individually dampened coil springs. The axles are kept in proper orientation by leaf spring guides
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The secondary suspension consists of a spring plank, suspended from the truck frame by four (4) swing links and two air springs. The truck bolster is supported on the spring plank by the air springs. The secondary suspension is independently dampened both vertically and laterally.
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To replenish the potable and sanitary water supplies, a water filler box is located on each side of the car. The fill connection consists of the female hose connection with a spring loaded cap that closes on removal of the hose to protect the fill connection. At each filler box is a valve marked "AIR" and "FILL." When the valve is turned to the "FILL" position, the trainlined compressed air is cut off, the air pressurizing the water storage tank is vented and the water fill line is opened. As the storage tanks are filled, water flows through the vent line and from an open sight drain to indicate the tanks are filled.
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With the valve turned to the "AIR" position the water supply system is shut off and the trainline compressed air maintains a pressure of 35 psi on the water supply system. This is reduced to 20 psi before the water enters the passenger compartment.
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All side windows are of the double glazed breather type sash units that can be removed from the inside of the car without removing the sash frames. Each window unit has an outer tinted safety glass pane 1/4 inch thick and an inner pane of 1/4 inch thick Lexan separated by a 1/4 inch air space.
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Each car has six side emer-gency escape sash units; four on the upper level with two on each side and evenly distributed along the length of the car in a staggered fashion. Two are located in the lower level passenger area, one on each side and staggered longitudinally (the dining car lower level does not have windows). These window units are similar in appearance to the other side windows, except that they are provided with two emergency pull handles to disengage the window seal, thereby enabling the window to be pulled into the car for passenger exit in an emergency.
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CAR INTERIOR ARRANGEMENT One basic car structure arrangement has been made for the coach, dining and sleeping cars.
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COACH CAR The coach car has a total seating capacity of 77 passengers with a seating distribution of 62 passenger seats on the upper level and 15 passenger seats on the lower level
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COACH CAR Separation between the vestibule and passenger areas is accomplished through the use of a pneumatically operated sliding vesti-bule interior door.
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COACH CAR An equipment compartment is located on either end of the car with access only from the outside. The equipment compartment on the "A" end houses an air conditioning unit, hot water tank, two 250 gallon potable water storage tanks, a water raising pressure reservoir, heater box, exhaust blower and a waste treatment system. The equipment com-partment on the "B" end houses an air conditioning unit, main and auxiliary reservoir air storage tanks, a battery charger and an exhaust blower. The batteries are accessible by opening its compartment doors. A utility room also located on the "B" end is used for storage.
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 DINING CAR The dining car has facilities for handling 72 passengers at a sitting. (See figure 1-7.) All seating is located on the upper level and arranged in tables of four in booth-type fashion on each side of the Maitre d' station. The maitre d' station contains facilities for loading and unloading the dumbwaiters, soup warmers, refrigerator, sink, ice well, fire extinguisher and emergency tools, a chute for sending meal order tickets to the food preparation center (lower level) and a trap door that can be lowered over the stairway connecting both levels.
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DINING CAR Conductor's emergency brake valves, and trash containers are located on each end of the car on the upper level. A handbrake is located within a pocket in the transverse walkway area on the "B" end of the upper level. Lighting fixtures and speakers are alternately spaced in the ceiling through the center length of the upper level.
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DINING CAR The utility room, located on the "B" end, houses a -kitchen area circuit breaker panel, refrigeration control panel and the refrigeration condenser module. Access is avail-able from the outside of the car through a swing-open door. A fresh air damper is mounted on the left side louvered door.
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SLEEPING CARThe sleeping car can accommodate a total of 44 passengers with 30 berths available on the upper level and 14 berths on the lower level. (See figure 1-8.) On the "A" end side of the upper level are five deluxe rooms that can accommodate two passengers in each room. These rooms are accessible from a two foot aisle on the right side of the train. Each room is equipped with individual toilet facilities, an overhead fluorescent light fixture with an emergency light, reading lights, an air supply controllable by a manually adjustable damper which restricts the flow of air into the room, convenience outlet (those conven-ience outlets located near water facilities are GFI protected) and entertainment controls
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SLEEPER CARS Each room is equipped with a public address and entertainment system, and an attendant call button.
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ELECTRICAL POWER SYSTEM Power for the cars is supplied by the locomotive auxiliary power unit which delivers 480 volt, 3 phase, 60 Hertz AC. A seven car train will draw 800 kw at 80% power factor. The power is distributed to the cars through trainlines and intercar jumpers. Trans-formers in each car supply proper voltages for car sub-system electrical components and systems. In addition to the primary power system, each car has a battery which delivers a nominal voltage of 64 volts.
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MAIN POWER DISTRIBUTIONOn-board systems are powered from a 480 volt, 3 phase, 60 Hertz power source on the locomotive. This 480 volt source is used to power the air conditioning system, the car heating systems and the water heater directly. All other car systems use lower volt-ages and the 480 volt power is transformed to the various voltages to power these systems. The power distribution system employs four power trainline jumper assemblies for transmission of power from the locomotive or power car to the train and for power transmission between cars. Each jumper assembly consists of three single-conductor cables used for the 480 volt power and one 3-conductor cable which is used for the lo-comotive power safety interlock system
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Four sets of three single-conductor cables are used for 480 volt power trans-mission through each car, attached to the end of each car. Near the center of the car, the power cables from both car ends enter the power trainline box and connect to buss bars. These buss bars are used to tap power for the car systems. This power is con-nected to the individual car systems through the main supply 480 volt circuit breaker, located in the electric locker.
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COVE LIGHTING Main car lighting is provided by continuous cove lights on both sides of the car. The cove lights are located above the luggage rack and provide indirect illumination of the ceil-ing, baggage area and side wall.Each cove light fixture contains 120 volt fluorescent tubes. Single fluorescent cove lights on both levels are operational on 72 volts dc. The cove lights are controlled by circuit breakers in the electric locker. (Upper level A. C. cove lights, upper level D. C. cove lights, lower level A. C. cove light and lower level D. C. cove lights.)
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120 VOLT CIRCUITS

Power for the 120 volt circuits is derived from the 480/120 volt transformers.
The 120 volt circuit provides power for the following:
Exhaust Fans: One located in each equipment compartment
End Door Threshold Heaters: One located on each end of the car on the upper level
Water Cooler: One located on upper level (water stations at both levels, none in dining car)
Vestibule Passageway Body End and Stairway Cove Lights: Fluorescent lighting fix-tures located in noted areas
Upper and Lower Level Cove Lights: Fluorescent lighting fixtures dispersed in cars and controlled by circuit breakers located in electric locker
Single Receptacles: Seventeen single receptacles are provided in the car. One is pro-vided in each toilet for passenger use with the balance located inside the car for car clean-ing purposes
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Toilet Lights: A fluorescent fixture is provided in each toilet room. Power is sup-plied to the toilet light ballast through a circuit breaker in the electric locker
Toilet Flush: Power is provided for the toilet flush mechanism.
Reading lights are provided over each seat. The reading lights are powered
by 28-volts. Power for these lights is provided by a 480/28 VAC transformer and is
zoned by circuit breakers in the electric locker. Individual operation of each light is done
at the individual fixture.
Strip heaters are provided in the end door thresholds to prevent against freeze-up of water during cold weather. The heaters are automatically activated by an outside thermostat when the temperature drops below 40°F.
There are two exhaust fans per car; these are energized whenever 120 volt power is available, the exhaust fan circuit breaker is closed, and the HVAC system selector switch is placed in the "NORMAL" position.
HOT WATER HEATER CIRCUITS Two (2) 480 volt immersion type water heaters are provided in the 80 gallon hot water tank in the equipment compartment with water temperature governed by an adjustable ther-mostat. One heater is interlocked with the sewage system to conserve power when the vac-uum pump or transfer pump of the macerator are on (individual or both).
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DC LIGHTING CIRCUITS

When the 480 volt ac supply is available, the do circuits are powered by the low voltage power supply. The battery charger system supplies power for charging the 127 amp-hour 64 volt battery. During periods of 480 volt supply interruption, the do loads will be supplied by the battery.
The do loads are divided into two groups as follows:
Primary Circuits:
Emergency Lights
Marker Lights
Brake Indication Lights
Stair Lights
Aisle Lights #2
Communication System
Secondary Circuits:
Interior Vestibule and End Door Control
Cove Lights
Wheel-Slide
On-Board Surveillance System
CAR HEATING AND AIR CONDITIONING
Car heating is provided by a combination of panel-type floor heat and overhead heat. The overhead heaters are part of the air conditioning evaporator units. Both the floor heaters and overhead heaters operate from the main 480 volt supply.
The passenger and toilet area are heated by two continuous rows of panel-type floor heat. The top of the heater guards have holes to permit the discharge of hot air in order to heat the floor area. In addition, hot air discharges through holes below the window area.
The overhead heaters are used for tempering the fresh air. An automatically oper-ated fresh air damper is provided at both fresh air intake openings. These fresh air damp-ers are used to limit the fresh air intake, and should be closed at ambient below 150F, and above 1000F.
Two air conditioning units are located in the equipment compartment of each car. Overhead ducts distribute conditioned air over the full length of the car. If one unit should fail, the second will provide partial cooling.
INDICATING CIRCUITS
INDICATING CIRCUITS Local BRAKE APPLIED and RELEASED lights and one TEST INDICATION light are provided on both sides of the exterior. When the brake cylinder pressure to both trucks drops to 10 psi or less, and the handbrake is released, a green BRAKE RELEASED light will be energized on each side of the car. A BRAKE APPLIED amber light is energized when the brake cylinder pressure rises above 25 psi, or the handbrake is applied.
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INDICATING CIRCUITS A BRAKE APPLIED trainline signal is transmitted to the locomotive when all cars indicate a brake applied condition. The BRAKE RELEASE trainline, in addition to checking the status of the car air brakes, also monitors the handbrakes. Before a brake re-lease signal is received by the locomotive, all air brakes and handbrakes must be in a released condition
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INDICATING CIRCUITS A white ELECTRO-PNEUMATIC SYSTEM FUNCTION CHECK light indicates whether the E-P magnet valve on each car is operating properly. It is ON if the application magnet valve is energized to apply the brakes, OFF when the release magnetic valve is energized to release the brakes.
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HEATING, VENTILATION AND AIR CONDITIONING There are two 10 ton capacity cooling units on each bi-level car. The units are lo-cated in the equipment compartments at the ends of the cars on the lower level. Each unit consists of an integral evaporator-condenser-compressor unit, centrifugal evapora-tor blower fan, and electric heaters
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The electric heaters operate on 480 volt, 3 phase, 60 Hertz ac trainline power, and controls operate on 120 volt, 60 Hertz ac power. The fully automatic system is capable of providing an inside temperature of 720F.
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The cars are also equipped with a layover heating system, operating on the necessary stages of floor heat only
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VENTILATION Ventilation of the car is accomplished by "pull through" blower fans supplied as part of the evaporator unit. Fresh air enters through grilles on opposite sides of the car at the both ends, passes through the fresh air damper stainless steel ducts, and into a plenum chamber. It then passes through combined fresh and recirculated air filters into the evaporator assem-bly at both ends of the car.
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PUBLIC ADDRESS AND INTERCOM The Public Address and Intercom System permits a train crew member to make announcements to the passengers in the entire train or, at his option, in only the car in which he is located, and permits the engineman or conductor to page the train crew or to make announcements by the use of speakers mounted in the passenger areas of each car. It also permits private two-way intercommunication between any two control panels - car-to-car or locomotive-to-car.
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WATER SYSTEMEach car is provided with a pressurized cold water system where the water is stored in two 250 gallon tanks for a total storage capacity of 500 gallons. These storage tanks are located in equipment compartment at the "A" end of the car and are constructed of stain-less steel. In addition there is a 80 gallon hot water tank having two (2) separate ther-mostatically controlled electric immersion type heaters and a low water cutoff probe.All flush water service lines are isolated from the potable water source by a back flow preventer.
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SANITATION SYSTEM
After a toilet is flushed, the hopper containing the sewage is rinsed and cleared of all waste by a vacuum line and vacuum pump. The sewage and flush water is then moved to a collection tank that is common to all toilets and located in the equipment compart-ment at the "A" end of the car. The sewage is reduced to a liquid effluent in the macerator unit. The effluent is released onto the roadbed when the train is traveling at a minimum speed of 25 mph.
TRUCKS AND BRAKES
leveling valve on each truck adjusts the air pressure to compensate for varying loads and maintains the car body within a specified floor height.
An electro-pneumatic air brake system is provided on all cars. It consists of two brake discs mounted on each axle. Each disc is braked by an individual pneumatically operated brake cylinder.
Normal control of braking is through electrical trainline circuits, which apply and release the brakes at each car by means of magnetic valves which vent and recharge the brake pipe line
ELECTRICAL POWER SYSTEM
PRIMARY AND BATTERY POWER
Primary power for all bi-level types of cars is 480 volt, 3 phase, 60 Hertz supplied from alternators on the locomotive. A maximum of 800 kw at 80 percent power factor can be drawn from a locomotive's auxiliary power unit for a 7-car train consist. The voltage drop caused by resistance of the power trainlines at the extreme end of a consist of 7 cars does not exceed 17 volts phase-to-phase under maximum load and with equal distribution of the load among the cars. Maximum load would occur, for example, when starting up cold cars with ambient temperature of -300 F, all lights on, etc.
Each car is equipped with a 64 volt storage battery. The battery is used if primary power is interrupted
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Headend Power and JumpersThe electric power for the bi-level cars is supplied from the alternators on the Amtrak locomotive through the intercar jumpers and the 480 VAC power trainlines of each car. There is also a 64 volt (nominal) storage battery on each car.
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480 Vac TrainlineThe 480 volt 3 phase power is trainlined from car to car through four (4) 3-phase jumper cables. At each side at both ends of the car, there is a permanently attached 3 phase power jumper cable and a power receptacle. The power jumper cable plugs into the mating receptacle on the adjoining car. ' At the rear of the end car in the consist the power jumper is looped back and plugged into the adjacent power receptacle. The power receptacles are color coded red.
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Power JumperEach power jumper consists of three power conductors and three smaller control wires. The power jumper plugs have three power pins and three shorter control pins. When any power jumper is disconnected, the shorter control pins break contact first. This opens a con-tactor in the 480 volt supply in the locomotive and prevents the power points from discon-necting under load and remaining "hot" when disconnected
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27 Pin Connectors Intercar communications, control and loop circuits are trainlined through one 27 point jumper at each end of the car. There are two 27 point control receptacles at each end of the car. One near the centerline of the car below the end door is for trainlining car to car. The other 27 point receptacle, located adjacent to the power receptacle at the corner of the car, is used to trainline car to locomotive. These 27 point receptacles are color coded blue.
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Dummy Receptacle In addition, there is a dummy 27 point receptacle located adjacent to the car to car re-ceptacle below the end door.The dummy receptacle has only one active pin "TB2" - 20A. When a jumper is con-nected from the 27 point car to car receptacle, at the rear of the last car, to the adjacent dummy receptacle, the circuit is completed to energize the loop relay
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480 VAC, 3 Phase The 480 VAC power enters the individual cars by a conduit which connects the undercar 480 VAC junction box to the electric locker. The cables are connected to the main power breaker of the car CB #41 (located on the circuit breaker panel) in the elec-tric locker. The line side of this breaker feeds two rows of breakers for the different 480 VAC systems.
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120 VAC, 28 VAC, 3 PhaseThe 9 KVA (120 VAC) and 3 KVA (28 VAC) transformers are also located in the electric locker of each car. The transformers supply reduced voltage for control cir-cuits and the lighting system. The 28 VAC is intended for use by the passengers, such as the passenger controlled reading lamps and attendant call buttons.The 480/120 VAC transformer is a single, three-phase, two winding, "WYE" con-nected transformer, having sufficient capacity to supply the required 120 VAC services on the car.The 480/28 VAC transformer is a single, three-phase, two winding, "WYE" con-nected, dry-type transformer, having sufficient capacity to supply the required 28 VAC services on the car
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72 VDC (& 64 VDC Storage Battery)The complete auxiliary power supply system located in the equipment room con-sists of a 50 cell battery, a battery charger and low voltage power supply.The 50 cell battery is made up of ten 5 cell block batteries which will deliver 32 amperes for a minimum of 2 hours at 00F electrolyte temperature down to 1. 04 VPC (volts per cell).The battery charger and the low voltage power supply are housed in the same en-closure.
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208 VAC (line to line) 30, 120 VAC (line to neutral)The dining cars have an additional transformer which supplies 208 volt 3 phase A. C. and 120 volt single phase A. C. to operate the food service appliances. Also, the dining cars are equipped to accept 220 volt, 3 phase, 60 hz wayside power. Another transformer in the car's standby power circuit reduces the 220 volt wayside power to 208 volts A. C. to operate the food preservation equipment.
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All Voltages The various Amtrak bi-level cars are ungrounded. The frames of all resiliently mounted electrical apparatus operating on 120 VAC or greater are grounded to the car-body as safety grounds.The line side of CB12, the low voltage power supply output breaker, wire TB- is connected to the carbody frame in the electric locker making the 72 volt D. C. system a two wire grounded system.All load circuits are controlled and protected by circuit breakers. Except as noted all breakers are in the electric locker.
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SWITCH AND BREAKER PANELS GENERAL ARRANGEMENT
The main circuit breaker and switch panel is located in the electric locker for easy accessibility and reduced wiring (See figure 3-1). The main circuit breaker and switch panel consist of the power supply breaker section, the lighting and control breaker sec-tion, and the selector and lighting control switch panel.
The 480 volt breakers are located in such a manner as to minimize possible acci-dental misuse. The circuit breakers are mounted to a panel made of laminated phenolic.
The main circuit breaker panel is arranged so as to be easily accessible for any connections and designed with a dead front to prevent an operator from coming in con-tact with live parts when operating switches or circuit breakers. All switches and break-ers are provided with a name clearly identifying the circuit which each one controls.
All breakers indicate "ON' with the toggle UP and "OFF" with the toggle
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The battery disconnect breaker is located in the battery charger/low voltage power supply enclosure in the "B" end equipment room. A sign is placed on the electric locker circuit breaker panel, indicating the battery disconnect breaker location
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72 and 64 Volt Breakers : All 72 and 64 Volt D. C battery circuits requiring overload protection are provided with circuit breaker switches with magnetic and thermal type trips and shall clearly show "ON' and "OFF". The breakers are an approved type of high shock resistant design suitable for rail service with an interrupting rating of at least 5, 000 amperes at 125 VDC.
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Battery Breaker Panel The battery breaker is located in the battery charger/low voltage power supply en-closure in the "B" end equipment room.
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GENERATION AND DISTRIBUTION OF DC POWER Direct current power at a nominal level of 72 volts is developed by an Auxiliary Power System. This system consists of the following:a. 50 cell nickel-cadmium storage battery b. Battery charger c. Low voltage power supply d. Battery temperature sensor and load shed relay
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The low voltage power supply is an unregulated supply, consisting of a 3 phase transformer, six diode bridge, inductor and a capacitor, which provides a filtered output to the load during normal operation.
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The output of the battery charger to the battery is protected by a 50 amp circuit breaker located in the battery charger enclosure.
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The battery charger recharges the battery off-line during normal operation and switching from float to high rate charging is done automatically when the charger oper-ates in current limit for 16 seconds. After the battery reaches a high rate voltage level de-pendent on temperature and after an additional 2. 25 hours of constant charging (33A) the charger returns to float charging.
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LIGHTING OVERALL PASSENGER AREA: The coach passenger seating area is provided with an overall arrangement of back-ground cove lighting. This lighting is provided by a series of Cove Light Assemblies mounted along both sides of the car above the passenger seats about a foot below the ceiling of both the upper and lower levels (2 and 3, figure 4-1). Relative to each passen-ger seat, the Cove Light Assemblies are installed as shown in figure 4-2.
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HEATING, VENTILATION AND AIR CONDITIONING
Each of the bi-level types of cars is equipped with an integrated heating, ventilating and air conditioning (HVAC) system. The cars are electrically heated using a combination of overhead and floor heat. Floor electric heaters operate on 480 volt, 3-phase, 60 Hertz primary trainline power, and heater controls operate on 120 volt, single-phase, 60 Hertz power provided by the car power distribution system. The overhead heater
OPERATING MODES INCLUDE
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DEHUMIDIFICATION INCLUDE
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Each fresh air opening at both ends of the car has an automatic fresh air damper. The damper controls the intake of fresh air at ambient temperatures of +15* F or less and 1030F or above. When the damper is open the fresh air intake per end of car is 850cfm, when closed 560cfm. The automatic damper operates in conjunction with and is controlled through the A/C system
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DOOR CONTROL SYSTEM
6.1 GENERALThe door control system equipment supplied for the AMTRAK bi-level cars is used to operate the upper level body end doors and the vestibule interior doors. Each door can be opened or closed by a crew key or press switches at its location. The doors are designed for passenger operation via the two press switches on each door panel. The inside key switches are provided for use by the crew, as a means of limiting or modifying passenger operation of the door.
COMMUNICATION SYSTEM7.1 GENERAL

The AMTRAK bi-level cars are equipped with a communication system that features a public address, intercom and entertainment systems. The public address system is used to broadcast announcements from the communication control panel (figure 7-1) located in the Communication Locker in each vestibule and from the locomotive. These announcements may be trainlined to the whole train or localized to an individual car.
Through a paging call, a trainman may request intercom communication with any other trainman and carry on a private conversation without disturbing the music transmitted to the speakers. A trainman may also alert the engineer in the locomotive by pressing a signal button on the control unit which activates an audible alarm in the locomotive. A control unit in the locomotive permits locomotive personnel to respond to or initiate a paging call.
The dining and sleeping cars have dual 25-watt amplifiers to provide the desired audio levels. The sleeping car has a program selector module with speakers for each room. The dining car contains a program selector panel in the maitre d' station that provides for public address and intercom between cars, music control, a kitchen intercom and a chime to alert dining car personnel of an incoming call.
WATER SYSTEM
8.1 GENERAL
The water system for the AMTRAK bi-level car provides both potable and sanitary water supplies for the passengers and crew. Each car has a pressurized cold water system with two 250 gallon storage tanks. Hot water is supplied by an 80 gallon hot water heater located in the "A" end equipment compartment along with the 250 gallon tanks. (See figure 8-1.)
The water system has a fill point on each side of the car. A three-way valve at each fill point allows the trainline compressed air to be cut off while refilling the water storage tanks.
The two-tank arrangement permits the use of the toilet system continuously without interruption. Waste can be collected in one tank while waste in the other tank is held for disposal. The transfer from one tank to the other is very rapid, permitting complete isolation of batches
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All valves and controls are electrical with the exception of: (1) the toilet drain valve which is electrically controlled but pneumatically actuated; and (2) the service drain valves which may be operated manually during system maintenance
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Collection Tank - The collection tank receives all wastes transferred from the toilets. The total volume of the tank is 44 gallons. However, when tank contents reach the level of 22 gallons, the maceration process starts. An access cover (not normally removed) is located on one end of the tank to gain entry to the interior. On the other end, the collection tank liquid level sensor assembly is attached. Located on top of the tank are: (1) a waste inlet fitting which connects to the transfer line from the toilets; (2) a 4-inch port, for connection to the vacuum pump; and (3) a vacuum switch
4 points
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Vacuum Pump and Mufflers - The vacuum pump is driven by a 5 HP 480 volt, 3 phase motor. The pump operates for approximately 5 seconds each time a toilet is flushed. Connected to the collection tank by flexible ducting, the pump provides the air movement required to transfer waste from the toilets to the collection tank
4 points
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Two mufflers are employed with the vacuum pump. One is attached to the inlet port and the other to the exhaust port. The muffler connections are 2-inch FPT which mate with fittings of the associated ducting. Each muffler is attached to a bracket on the frame
3 points
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Sump - The sump connects the collection tank to the pump/macerator. It is located beneath the macerator and is mounted to the frame. The sump inlet flange is attached to the collection tank. A fitting on the side of the sump is connected to a manual drain valve and associated plumbing of the collection tank. Pump/Macerator and Check Valve - The pump/macerator (motor/pump/ macerator assembly), is a centrifugal pump incorporating a cutter assembly at the inlet. The macerator is driven by a 2 HP, 480 volt ac, 3 phase, 608-14Hertz motor. During operation at a nominal flow of 50 GPM at 3 psi, waste from the collection tank is reduced to a slurry and is pumped through a check valve to the holding tan
4 points
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The check valve is installed to ensure liquid flow only in the direction to the holding tank during vacuum flushing. Installation of the check valve requires that the "hump" of the valve body be on top and that the arrow points to the holding tank
3 points
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Holding Tank - The holding tank receives waste from the pump/ macerator where it is retained for disposal. The tank is the same size as the collection tank and is mounted to the frame at each of its four legs. Also, like the collection tank, an access cover (not normally removed) is provided on each end to gain entry to the interior.
3 points
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Holding Tank Dump Valve - The dump valve is an electrically actuated (120 volts ac), two-way ball valve. It dumps treated waste automatically when commanded by the waste level in the collection tank.
5 points
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WHEEL SLIDE CONTROL SYSTEM
The wheel slide detection system receives and compares pulse counts supplied by each of the four magnetic sensors. If the pulse count between any pair of axles becomes sufficiently different, the wheel slide dump valve on the affected truck is energized and the brakes on that truck are released. When the wheels regain proper rational speed and return the pulse count to normal, the wheel slide dump valve is deenergized.
The system includes provision to prevent synchronous slip of all axles by monitoring the deceleration rate of one axle. If this rate exceeds a set value, brake pressure is released on that truck and the synchronism is broken. Also, a safety circuit will restore braking in the event that a dump valve is continuously energized for more than three (3) seconds. Compensation is provided to adjust the detector for wheel size variations due to wear.
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