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| Re: The MR90 is FRA compatible??? (was:Re: Metro-North New Haven Line on track for new cars) (219670) | |||
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Re: The MR90 is FRA compatible??? (was:Re: Metro-North New Haven Line on track for new cars) |
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Posted by WillD on Wed Feb 22 18:30:49 2006, in response to Re: The MR90 is FRA compatible??? (was:Re: Metro-North New Haven Line on track for new cars), posted by aem7ac on Wed Feb 22 17:59:25 2006. You're right, there's more too it.49 CFR Part 238 governs passenger rail equipment requirements including crashworthiness: http://www.access.gpo.gov/nara/cfr/waisidx_04/49cfr238_04.html Part 238 Section 203 governs buff strength, or static end strength. Part 238 Section 211 governs collision posts. Part 238 Section 213 specifies corner post strength. Part 238 Section 215 gives rollover strength. And Part 238 Section 217 controls what side strength requirements will be. I'd be willing to bet the difference between the MR90 and M7 is made up somewhere in those requirements. The MR90 was built in 1992 before some of those requirements were in effect, and while the static end strength is the same as the more recent M7, it is likely deficient in other areas. I don't know enough about the MR90 to determine that though. The alternate explanation is that that report, commissioned in 2000 for a Caltrain electrification study, is simply in error. BBD may have simply stuck an 800kip buff load over whatever the actual buff loading is, just to ensure it appeared to be compliant. It seems quite unlikely that the MR90s would be designed for requirements 8 years in the future, making this a distinct possibility. However, there still is the matter of the Comet V. Those cars were built at the exact same time as the M7s and come in at only a bit over 100,000lbs. There's no way the power system under an M7 weighs 28,000lbs, and it's highly likely that it doesn't weigh more than 6000 to 10000lbs. This means that when compared to the Comet V the M7 is at least 18,000lbs overweight. |
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