Review of the Federal Railroad Administration’s Research and Development Program (2020)

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49 4 Rolling Stock The Rolling Stock Division’s contract research portfolio is dedicated to examining and strengthening the performance and structural integrity of railcars and their components and to developing and improving defect de- tection technologies. The division seeks to further these outcomes through research on automated inspection technologies and techniques, improved equipment and component materials and designs, train occupant protec- tion enhancements, and improvements to the safety of hazardous materials transportation. An important goal of the division’s work is to inform the development of the Federal Railroad Administration (FRA) and industry regulations and standards that apply to rail passenger cars and freight cars, including the development of performance standards for high-speed pas- senger equipment and railcar suspension systems, and supporting standards for the construction, repair, and maintenance of tank cars. The division employs several methods to carry out this research, including partnering with FRA’s Office of Railroad Safety (RRS) and industry on the analysis, development, and testing of materials, detection and inspection technolo- gies, and safety-enhancing designs and devices. Following the same approach as the other subcommittees, the rolling stock subcommittee queried the leadership and staff of the Rolling Stock Division on the methods used for prioritizing research, allocating budgetary resources, and procuring and managing the research in its portfolio. The subcommittee asked for data on derailments and other incidents associated with rolling stock performance and the specific causes and severity of these incidents. They examined the extent to which budget allocations and proj- ect topics appear to align with what the incident data suggest are the most

50 REVIEW OF FRA’S R&D PROGRAM significant safety concerns. The division’s staff was then asked to explain other tools, methods, and criteria used for setting priorities and evaluat- ing research results. To supplement this information, the subcommittee consulted external parties familiar with the division’s work and reviewed projects of varying size that span three of the division’s main subject areas. Information and insights gained from the review of incident data, discussions with division staff and external parties, and the sampled proj- ects are summarized next, followed by two general observations and a recommendation. ROLE OF INCIDENT DATA IN THE IDENTIFICATION OF RESEARCH NEEDS From 2015 to 2019, an average of 10 to 15 percent of the 1,300 derail- ments reported to FRA annually (see Appendix A, Figure A-1) were the result of rolling stock–related causes (see Table 4-1). Figure 4-1 shows the top causes of the most consequential rolling stock–related derailments in terms of reportable damage. Four causes of a total of 103 causal codes ac- counted for 40 percent of reportable damages. Broken wheel rims were by far the leading cause, accounting for about 20 percent of reportable dam- ages from derailments over the 5-year period. The second most frequent cause was overheated journal roller bearings, which accounted for about 10 percent of damage. Table 4A-1 in the annex to this chapter shows the projects in the Roll- ing Stock Division’s research portfolio at the time of this review (mostly FY 2019 projects). Several projects indeed address wheel, bearing, and other railcar suspension issues, including a wheel failure research program to improve understanding of mechanisms that lead to split and shattered rims as well as projects on wayside detection technologies, understanding the effects of temperature on wheel spalling, wheel temperature detection technologies, preventing water ingress to bearings, wheel life models, and the diagnosis and detection of bearing grease degradation and defects. Other truck components including axles and plates are also the topics of several projects in the division’s rolling stock equipment and components (RSEC) portfolio. TABLE 4-1 Number of Derailments Resulting from Rolling Stock– Related Causes Reported to FRA 2015 2016 2017 2018 2019 Derailments 166 145 177 175 171 SOURCE: Federal Railroad Administration n.d.b.

ROLLING STOCK 51 Several of these projects, such as research demonstrating the efficacy of advanced wayside detectors, seek to prevent a range of derailment causes. As evident from the list of more than 40 projects in Table 4A-1, the Roll- ing Stock Division’s portfolio extends well beyond wheel and truck issues given the division’s large purview over other rolling stock components such as locomotive and car crashworthiness and survivability; train makeup, braking and handling, tank car structural integrity, and safety devices; and locomotive and passenger car fire safety. Accordingly, the projects in the division’s portfolio do not always align with specific incident causes as- sociated with rolling stock, because the work is intended to address safety concerns associated with other incident causes, such as research to improve locomotive, passenger car, and tank car crashworthiness. Considerations that go into programming this wide range of research are discussed next. FIGURE 4-1 Rolling stock–caused incidents that resulted in damage valued at $10 million or greater and were reported to FRA in millions of dollars from 2015 to 2019. NOTE: Inset shows all 103 incident causes and how the top four account for ap- proximately 40 percent of all reported damages. SOURCE: Federal Railroad Administration 2020b. $50 $45 $40 $35 $30 $25 $20 $15 $10 $5 $0 Millions Broken rim Journal (roller bearing) overheating Broken plate Oil/fuel fire (locomotive) $50 $45 $40 $35 $30 $25 $20 $15 $10 $5 $0 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

52 REVIEW OF FRA’S R&D PROGRAM OTHER CONSIDERATIONS WHEN PROGRAMMING RESEARCH The titles of the more than 40 projects in the Rolling Stock Division’s portfolio show the breadth of subject matter covered. In addition to afore- mentioned projects on wheel, truck, and other suspension components, the portfolio contains a large program on tank cars and the safe transporta- tion of energy projects, with some projects underway and others pending. Projects include evaluations of nondestructive means of assessing tank car integrity; assessments of tank car relief devices and other fittings; and full- scale tank car testing. This work has been programmed in part in response to an unprecedented increase in the movement by tank car of flammable liquids such as ethanol and crude oil and the need to ensure the safe con- tainment of these materials following a derailment (National Academies of Sciences, Engineering, and Medicine 2017, 54). The portfolio also aligns with the broader strategic priorities of the U.S. Department of Transporta- tion (U.S. DOT). Recent interest in the transportation of liquefied natural gas (LNG) by tank car has caused the division to program even more research to tank cars, including research to support the development of new design specifica- tions for cryogenic tank cars. In addition to supporting FRA and Pipeline and Hazardous Materials Safety Administration rulemaking, this work has been prompted in part by congressional mandates and recommendations by the National Transportation Safety Board (NTSB) following investiga- tions of major tank car incidents. In identifying this and other hazardous materials–related research needs, the Office of Research, Development, and Technology (RD&T) has also collaborated with the Association of Ameri- can Railroads (AAR) Tank Car Committee. Legislative mandates have long played a role in the programming of the Rolling Stock Division’s work, such as in the area of train occupant protection, which has received considerable congressional attention in re- cent years as a result of fatal intercity passenger and commuter rail train derailments (e.g., in Chatsworth, California; Philadelphia, Pennsylvania; DuPont, Washington; Sparks, Nevada; and Spuyten Duyvil, New York). Here too FRA and NTSB investigations following incidents have factored into the programming of the research, such as projects to develop improved side impact crashworthiness standards. Through its support for field studies, the Rolling Stock Division also identifies passenger train equipment safety issues—for instance, by docu- menting the damage to the equipment from derailments and other incidents and identifying causal mechanisms for crew and passenger injuries. Find- ings from these field studies are used to assess rolling stock research needs in areas such as rail equipment performance, interiors, emergency egress/ access, fuel tank integrity, and passenger railcar safety features.

ROLLING STOCK 53 Research demonstrating the efficacy of advanced wayside detectors is an example of work that responds to the needs of FRA’s RRS. The Rolling Stock Division is working with RRS to evaluate wayside detection technol- ogy implementation plans to enable expedited deployment of technologies that can improve detection of safety-critical defects to increase operational safety and enable railcar owners to make more cost-efficient repairs to their equipment. As one example, the evaluation of these plans is deemed important to inform RRS reviews of requests by freight railroads to travel greater distances before requiring brake inspections. In alignment with FRA’s Annual Modal Research Plan (Federal Rail- road Administration Office of Research, Development, and Technology 2018b) and U.S. DOT’s RD&T Strategic Plan for FY 2017–2021 (U.S. De- partment of Transportation 2016) and their emphasis on improving freight mobility, the Rolling Stock Division is conducting an assessment of the operational safety of very long trains. This research focuses on understand- ing the braking and power distribution requirements and handling needs of such high-capacity trains, including assessments of how these requirements may differ from those of generally accepted practices for train makeup and handling. Enhanced freight mobility is viewed as a potential benefit of this research through the identification of potential risks associated with these trains and the development of suitable mitigation strategies that will enable their increased use. PROGRAM BUDGET ALLOCATIONS From FY 2015 to FY 2018, the Rolling Stock Division’s budget had been stable, at about $10.3 million per year, although it was down about 10 percent in FY 2019 (see Figure 4-2). Throughout this 5-year period, train occupant protection research has accounted for about 30 to 40 percent of the division’s budget, while research on RSEC has accounted for a slightly smaller share (about one-third). The bulk of the division’s remaining budget has gone to hazardous materials and tank car safety research. EXTERNAL VIEWS ON RESEARCH RELEVANCE AND IMPACT To obtain insight on how others view the relevance, impact, and reach of the Rolling Stock Division’s work, the subcommittee consulted with seven individuals from the railroad industry and two university researchers famil- iar with the division’s work. All seven industry representatives emphasized the importance of regular communication and collaboration with RD&T staff and researchers. They pointed to the Rolling Stock Division’s work with industry on fuel tenders and tank cars as good examples of such engagement, which helped inform

54 REVIEW OF FRA’S R&D PROGRAM FIGURE 4-2 FRA Rolling Stock Research Division budget by major program in millions of dollars, FY 2015 to FY 2019. SOURCE: Federal Railroad Administration Office of Research, Development, and Technology 2019d. HazMat HazMat/Tank Car HazMat/LNG Rolling Stock Equipment and Components Safe Transportation of Energy Products Train Occupant Protection 2019 1.5 1.5 1.5 1.5 1.6 0.5 1.1 3.6 3.6 2.0 2.0 1.8 3.2 3.2 3.2 3.5 4.0 2.8 2.8 2.8 2.0 2.0 0 0 0 0 0 0 0 0 2018 2017 2016 2015 $0.0 Millions $0.5 $1.0 $1.5 $2.0 $2.5 $3.0 $3.5 $4.0 $4.5

ROLLING STOCK 55 the design of the DOT-117 tank car for shipping ethanol and crude oil. At the same time, they expressed interest in even more collaborations of this type. While they noted that Rolling Stock Division staff and researchers at- tend select industry conferences and other forums where research needs are discussed and results disseminated, they would like to see more participation at railroad equipment–related events. In particular, one commenter noted that while RRS staff usually attend meetings of the AAR equipment engineering committee at U.S. DOT’s Transportation Technology Center, RD&T staff are not regular participants. The presence of RD&T staff at this event would provide industry with a more direct line to the research program, while also enabling more open dialogue about research needs than is likely to occur when meeting with only FRA regulatory and RRS enforcement staff. The Rolling Stock Division’s wheel research program was character- ized as having made valuable contributions to understanding wheel fail- ure mechanisms. The industry representatives pointed to this work as a notable example of how FRA research can contribute to the knowledge base in ways that can best support industry. They explained that for this very reason—to ensure that RD&T efforts are focused in the most produc- tive manner—consultations with industry are critical. They observed for instance that timely research on wayside detectors can be particularly chal- lenging for FRA to undertake because of the rapid pace of technological development and deployment by industry. It was noted that industry-based innovation and advancement significantly outpaced FRA research efforts. One industry commenter suggested that RD&T’s contributions in this area might be better focused on data analytics as opposed to technology devel- opment and evaluation. The two university researchers focused their comments mainly on the project procurement process and ability of the division’s portfolio to attract graduate student talent to the rolling stock research field. Although also ap- plicable to the R&D program generally, both researchers commented that FRA’s contract-based research tends to specify the direction the research must go, which to some extent negates a strength of academia in working on novel and cutting-edge projects. While recognizing the need for ap- plied research, both researchers proposed that some funds be set aside for mission-specified but higher-risk basic research, offering examples such as machine vision and neural network acoustic analysis for axle roller bear- ings. One of the researchers commented that the phased approach to project procurement, leading to smaller contracts for shorter performance periods, can be problematic for aligning a graduate student (especially doctoral) re- search workforce with projects. A multi-year budgeting commitment would strengthen graduate research programs and results. One researcher expressed an interest in the Rolling Stock Division ar- ranging more opportunities for contractors to engage in regular dialogues

56 REVIEW OF FRA’S R&D PROGRAM with RD&T and the railroad industry, such as by holding an annual techni- cal review meeting so that researchers have a stronger understanding of in- dustry needs and interests and so that all parties—researchers, RD&T staff, and railroad officials—are aware of ongoing research and recent research products. The researchers questioned the ability of FRA’s website repository (eLibrary) alone to meet this need for information and communications. INSIGHTS ON PROJECT SELECTION, PROCUREMENT, AND IMPACTS FROM A SAMPLING OF PROJECTS Three Rolling Stock Division research programs are summarized next. They span the three main areas of the division’s work: rail equipment and component integrity, train occupant protection, and tank car and hazardous materials transportation. The projects were selected because they illustrate how the division programs research with various considerations in mind, including insight gained from evaluations of incident causal data (wheel failure research), findings and recommendations from incident investiga- tions (passenger equipment crashworthiness), and needs identified by FRA safety regulators (tank car impact tests). Wheel Failure Research Program The life of a railroad wheel is determined by various factors. Past research has shown that some wheels can develop high levels of residual tensile stress in the rim that can promote the propagation of radial rim cracks and eventually contribute to catastrophic wheel failures. As noted above, broken rims are the leading cause of wheel-related derailments and the most consequential ones in terms of monetary damage, including those involving unit trains that released flammable liquids. The objective of this program is to increase understanding of current wheel failure mechanisms to aid in the identification of measures to improve wheel performance and reduce derailment risks. Railroad industry partners include AAR and wheel suppliers. Broken rim wheel failures generally involve a shattered rim or vertical split rim (VSR), with the latter now being more common. Many shattered rim research studies were conducted during the 1990s and early 2000s, in- cluding considerable research funded by FRA. The focus of this program is on current failure mechanisms, recognizing that the causes of VSR are not as well understood as the causes of shattered rims. The program involves in- dustry collaboration, whereby an industrywide stakeholder working group evaluates current wheel failure modes and develops research strategies to address them. The research consists of analyses of historical data, testing of failed wheels, and finite element modeling. RRS staff pointed to the Rolling

ROLLING STOCK 57 Stock Division’s VSR research as having been particularly important in fill- ing key knowledge gaps needed to improve wheels. Passenger Equipment Structural Crashworthiness Following a fatal 2011 accident in which a semi-trailer truck impacted the side of a passenger train traversing a grade crossing, NTSB recommended that FRA develop side impact crashworthiness standards for passenger railcars. Regulatory emphasis has long been placed on maintaining the ability of the passenger railcar to support a large longitudinal load without compromising the space occupied by passengers and crew, as opposed to focusing directly on side structure integrity criteria. The objective of this project is to investigate side strength require- ments for various passenger equipment to develop design strategies for improving the structural crashworthiness of passenger railcars relative to existing designs. Earlier phases examined the current state of side structure integrity, including the makeup of the domestic passenger car fleet, the accident history involving side structures, and side structure design and performance criteria contained in standards and regulations. Modeling is being performed to assess structural performance under a variety of load- ing conditions and the tendency for rollover when railcars are subjected to side impacts. Another purpose of the research is to assist RRS in assessing waiver requests and evaluating potential changes to passenger car crash- worthiness standards. Tank Car Impact Tests The division has a longstanding program to evaluate the puncture resistance of existing and candidate tank car designs. The work seeks to develop and validate standardized testing and simulation methodologies for quantifying puncture resistance informed by dynamic crash tests of full-scale tank cars, especially when transporting hazardous materials. The larger objective of the program, funded at about $2.5 million from FY 2015 to FY 2019, is to evaluate the performance of different tank car designs to aid in the improve- ment of crashworthiness of tank cars. The most recent tests were conducted on a DOT-113 cryogenic tank car, which would be used to transport LNG. The program had earlier tested DOT-105, DOT-111, DOT-112, and DOT- 117 tank cars. The tests were conducted at U.S. DOT’s Transportation Technology Center by the Volpe Transportation Systems Center and FRA using some tank cars donated by tank car manufacturers and owners. This program is an example of work intended to inform FRA and in- dustry crashworthiness standards for tank cars, as well as to assist in the improvement of performance-based testing requirements and nondestructive

58 REVIEW OF FRA’S R&D PROGRAM evaluation methods. In addition to serving these general purposes, the test- ing serves the specific purpose—in the case of the DOT-113 impact test—of informing an ongoing rulemaking proposal to allow LNG to be transported by railroad tank car. OBSERVATIONS Rolling Stock Safety Spans a Wide Domain That Demands Consideration and Balancing of Multiple Interests When Programming Research While the condition and performance of locomotive and railcar equipment and components can be the cause of incidents, the crashworthiness and other attributes of this rolling stock are critical to lessening the severity of incidents when they occur, regardless of whether the equipment was a causal factor. Thus, while the Rolling Stock Division uses the causal information in the FRA incident database to help guide equipment and component research priorities, research programming decisions are also made with other considerations in mind, such as ensuring that locomotives and railcars protect train crews and passengers and that freight railcars will safely contain their hazardous contents in the event of an incident. This wide purview has led to a large and varied research portfolio that responds to problems identified through examinations of causal factors reported in FRA incident data, legislative mandates, the rulemaking and enforcement requirements of FRA safety regulators, safety concerns identified in FRA and NTSB incident investigations, and other inputs. As a result, the divi- sion’s portfolio includes more than 40 projects covering topics as diverse as wheel failure research, fire prevention, passenger railcar structural integrity, and tank car impact testing. Industry Collaboration Is Critical to Ensuring That the Rolling Stock Division’s Research Capacity Is Used to Its Greatest Advantage The Rolling Stock Division’s data-driven and industry-partnered research on railcar equipment and components, such as on the failure mechanisms that lead to rims breaking, was lauded by the industry representatives consulted for this review, as was the division’s longstanding collaborations with railroads and equipment suppliers to improve the design of tank cars that carry hazardous commodities. However, their comments on the research programmed in some other areas, such as on wayside detection technologies, surfaced concerns about whether the pace of the division’s research programming and execution is sufficient to keep up with the rate of technology development and deployment by industry in the field. Con- sultations with industry during project programming and development are

ROLLING STOCK 59 desirable to better align RD&T’s role and strengths with knowledge and technology gaps. RECOMMENDATION To better ensure that RD&T projects align not only with the most impor- tant safety problems but also focus on research needs that are best suited to the unique strengths of a government contract research program, the Roll- ing Stock Division should make industry consultations and collaborations a core feature of all research that will ultimately require industry acceptance and application of the results. In having so many diverse research respon- sibilities, such an alignment and focus is essential to ensuring the effective and judicious use of the division’s limited research budget. Moreover, the division should prioritize projects based on safety data; these priorities should be used to determine the number of active projects commensurate with the division’s funding level and allocated personnel.

60 REVIEW OF FRA’S R&D PROGRAM ANNEX TABLE 4-A1 Rolling Stock Division Projects, 2019 Rolling Stock Division Project Title Funding Project Duration Raking Impact Testing of Diesel Multiple Unit (DMU) Fuel Tanks TBD September 2017–March 2019 Load Shedding—Phase III, Concept Development & Prototype $65,700 July 2017–June 2019 Cost of Compliance for High-Speed Rail Noise $260,000 September 2018–July 2019 Electronically Controlled Pneumatic (ECP) Brake Device with Pneumatic Emulation— Field Demo $43,500 March 2017–March 2019 Fire Safety Research $423,000 September 2018–September 2019 Fire Safety and Emergency Preparedness Research Support $75,000 September 2018–September 2019 Evaluation of the Structural Integrity of Natural Gas Fuel Storage Equipment for Locomotives TBD May 2013–April 2020 Universal and Inclusive Accessibility for Next Generation of Passenger Rail Equipment TBD TBD Advanced Devices Train and Test Bed $224,000 (total) July 2014–July 2019 Advanced Machine Vision of Truck Components $530,927 (total) September 2015–September 2018 Train Energy and Dynamics Simulator (TEDS) $140,000 (total) September 2015–September 2020 Risk Reduction for Very Long Trains (VLT) $257,000 July 2017–June 2021 Wheel Temperature Detector (WTD) Waiver Support $140,000 August 2017–July 2022 Framework for the Development of Wheel Life Model $149,800 September 2018–March 2020 Effects of Technology Implementations on Network Operations $149,000 September 2018–September 2021 Wheel Failure Research Program $500,000 September 2017–March 2019 Effects of Temperature on Wheel Spalling $279,350 August 2017–April 2019 Resonant Acoustic Wayside Cracked Axle Detection (RAWCAD) $343,820 (total) September 2018–July 2021 Diagnosis and Detection of Bearing Grease Degradation and Defects $100,000 September 2018–June 2020 Technologies and Testing to Prevent Water Ingress to Railroad Bearings $150,000 September 2018–November 2019 Wayside Advanced Technology Systems (WATS) $89,850 September 2018–September 2021 Test Rack Hardening of Electrical Power Supply System (EPSS) for Freight Cars $299,000 September 2016–September 2020 Optimization of Electrically Driven (Set and Release) Hand Brake (EDHB) $348,000 April 2014–September 2019 Electronically Controlled Pneumatic (ECP) Brakes Implementation and Pilot Demo $98,900 July 2017–June 2021 Rail Safety Innovations Deserving Exploratory Analysis (IDEA) Program $400,000 January 2019–June 2021 Non-Destructive Evaluation in Lieu of Hydrostatic Testing of DOT Specification Tank Cars TBD Operational in FY 2002 through FY 2018 (Cf., in 2015, small tank car shop non-destructive testing: $100,000) Non-Destructive Testing (NDT) of Tank Cars and Probability of Detection (POD) TBD (Previously, operational for 2013–2017) Non-Destructive Evaluation (NDE) of Railroad Tank Cars $100,000 October 2018–September 2020 Tank Car Impact Tests $2,522,063 July 2015–July 2019

ROLLING STOCK 61 ANNEX TABLE 4-A1 Rolling Stock Division Projects, 2019 Rolling Stock Division Project Title Funding Project Duration Raking Impact Testing of Diesel Multiple Unit (DMU) Fuel Tanks TBD September 2017–March 2019 Load Shedding—Phase III, Concept Development & Prototype $65,700 July 2017–June 2019 Cost of Compliance for High-Speed Rail Noise $260,000 September 2018–July 2019 Electronically Controlled Pneumatic (ECP) Brake Device with Pneumatic Emulation— Field Demo $43,500 March 2017–March 2019 Fire Safety Research $423,000 September 2018–September 2019 Fire Safety and Emergency Preparedness Research Support $75,000 September 2018–September 2019 Evaluation of the Structural Integrity of Natural Gas Fuel Storage Equipment for Locomotives TBD May 2013–April 2020 Universal and Inclusive Accessibility for Next Generation of Passenger Rail Equipment TBD TBD Advanced Devices Train and Test Bed $224,000 (total) July 2014–July 2019 Advanced Machine Vision of Truck Components $530,927 (total) September 2015–September 2018 Train Energy and Dynamics Simulator (TEDS) $140,000 (total) September 2015–September 2020 Risk Reduction for Very Long Trains (VLT) $257,000 July 2017–June 2021 Wheel Temperature Detector (WTD) Waiver Support $140,000 August 2017–July 2022 Framework for the Development of Wheel Life Model $149,800 September 2018–March 2020 Effects of Technology Implementations on Network Operations $149,000 September 2018–September 2021 Wheel Failure Research Program $500,000 September 2017–March 2019 Effects of Temperature on Wheel Spalling $279,350 August 2017–April 2019 Resonant Acoustic Wayside Cracked Axle Detection (RAWCAD) $343,820 (total) September 2018–July 2021 Diagnosis and Detection of Bearing Grease Degradation and Defects $100,000 September 2018–June 2020 Technologies and Testing to Prevent Water Ingress to Railroad Bearings $150,000 September 2018–November 2019 Wayside Advanced Technology Systems (WATS) $89,850 September 2018–September 2021 Test Rack Hardening of Electrical Power Supply System (EPSS) for Freight Cars $299,000 September 2016–September 2020 Optimization of Electrically Driven (Set and Release) Hand Brake (EDHB) $348,000 April 2014–September 2019 Electronically Controlled Pneumatic (ECP) Brakes Implementation and Pilot Demo $98,900 July 2017–June 2021 Rail Safety Innovations Deserving Exploratory Analysis (IDEA) Program $400,000 January 2019–June 2021 Non-Destructive Evaluation in Lieu of Hydrostatic Testing of DOT Specification Tank Cars TBD Operational in FY 2002 through FY 2018 (Cf., in 2015, small tank car shop non-destructive testing: $100,000) Non-Destructive Testing (NDT) of Tank Cars and Probability of Detection (POD) TBD (Previously, operational for 2013–2017) Non-Destructive Evaluation (NDE) of Railroad Tank Cars $100,000 October 2018–September 2020 Tank Car Impact Tests $2,522,063 July 2015–July 2019 continued

62 REVIEW OF FRA’S R&D PROGRAM TABLE 4-A1 Continued Rolling Stock Division Project Title Funding Project Duration Structural Crashworthiness of Tender for Liquefied Natural Gas $441,000 August 2017–August 2019 Tank Car Research $310,000 September 2018–September 2020 Structural Behavior Under Operating Conditions $150,000 August 2018–April 2020 Structural Behavior under Accident Conditions $150,000 August 2018–April 2020 Improving Safety of Tank Car Fittings in Hazardous Materials (Hazmat) Service TBD 2016–2020 (previously funded at $150,000 in FY 2018) Performance of Pressure Relief Devices (PRDs) Under Fire Conditions TBD 2018–2020 Fire Performance of a Cryogenic ISO UN-T75 Tank $230,000 September 2017–September 2019 Full-Scale Tank Car Testing TBD August 2013–December 2015 Passenger Equipment Structural Crashworthiness $0 August 2018–April 2020 (last funded in FY 2017 at $25,000) Resilient Wayside Structures and Passenger Car Survivability $0 July 2018–January 2020 Locomotive Structural Crashworthiness $1,000,000 August 2018–April 2020 Interior Occupant Protection $250,000 August 2018–April 2020 Field Investigations $0 August 2018–April 2020 Passenger Equipment Glazing Integrity $137,000 August 2018–April 2020 Aerodynamic Assessment and Design Guidance Manual for High-Speed Rail (HSR) $73,400 June 2017–March 2019 Improving Survivability for Locomotive Crews $378,000 August 2013–May 2020 Regulatory Development, Waiver Support, and Technology Transfer $0 August 2018–April 2020 NOTE: Funding level is for FY 2019 unless otherwise specified. SOURCE: Federal Railroad Administration Office of Research, Development, and Technol- ogy 2019a.

ROLLING STOCK 63 Rolling Stock Division Project Title Funding Project Duration Structural Crashworthiness of Tender for Liquefied Natural Gas $441,000 August 2017–August 2019 Tank Car Research $310,000 September 2018–September 2020 Structural Behavior Under Operating Conditions $150,000 August 2018–April 2020 Structural Behavior under Accident Conditions $150,000 August 2018–April 2020 Improving Safety of Tank Car Fittings in Hazardous Materials (Hazmat) Service TBD 2016–2020 (previously funded at $150,000 in FY 2018) Performance of Pressure Relief Devices (PRDs) Under Fire Conditions TBD 2018–2020 Fire Performance of a Cryogenic ISO UN-T75 Tank $230,000 September 2017–September 2019 Full-Scale Tank Car Testing TBD August 2013–December 2015 Passenger Equipment Structural Crashworthiness $0 August 2018–April 2020 (last funded in FY 2017 at $25,000) Resilient Wayside Structures and Passenger Car Survivability $0 July 2018–January 2020 Locomotive Structural Crashworthiness $1,000,000 August 2018–April 2020 Interior Occupant Protection $250,000 August 2018–April 2020 Field Investigations $0 August 2018–April 2020 Passenger Equipment Glazing Integrity $137,000 August 2018–April 2020 Aerodynamic Assessment and Design Guidance Manual for High-Speed Rail (HSR) $73,400 June 2017–March 2019 Improving Survivability for Locomotive Crews $378,000 August 2013–May 2020 Regulatory Development, Waiver Support, and Technology Transfer $0 August 2018–April 2020 NOTE: Funding level is for FY 2019 unless otherwise specified. SOURCE: Federal Railroad Administration Office of Research, Development, and Technol- ogy 2019a.