Note: Descriptions are shown in the official language in which they were submitted.
CA 02386137 2009-09-03
111926
METHOD AND ARRANGEMENT FOR INSPECTION AND
REQUALIFICATIONOF VEHICLES USED FOR TRANSPORTING
COMMODITIES AND/OR HAZARDOUS MATERIALS
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
The invention relates generally to safety inspections and requalification of
transport arrangements. More specifically, the invention relates to a method
and
arrangement for the inspection and requalification of tank cars and the like
type of
cargo carrying vehicles adapted to transport commodities including regulated
and un-
regulated materials.
DESCRIPTION OF THE RELATED ART
Until recently, the inspection process for Department of Transportation
(DOT) specified rail-borne tank cars transporting either hazardous or non-
hazardous
commodities was relatively simple. The inspections consisted of
hydrostatically
testing the tank-car, typically performed on a 10-year interval. However, this
conventional testing methodology only detected through-wall cracks and was
insufficient to detect cracks that were slightly less than a through-wall
crack.
Consequently, some tanks failed shortly after being hydrotested. HM-201, later
codified in 49 C.F.R. Subpart F 180.500 et al. (hereinafter 49 C.F.R.
180) was
developed to provide a more comprehensive inspection process using a variety
of
non-destructive testing (NDT) methods. Namely, 49 C.F.R. 180 includes a (1)
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Visual Inspection, (2) Structural Inspection, (3) Service Life Shell Thickness
Inspection, (4)
Safety System Inspection, (5) Lining/Coating Inspection, and (6) Leakage
Pressure Test.
As set forth in 49 C.F.R. 180.509, the visual inspection entails external
and
internal inspection of (1) the tank shell interior and exterior; (2) piping,
valves, fittings, &
gaskets; (3) missing or loose elements, (4) all closures and protective
housings; (5) excess
flow valves (when applicable), and (6) all the required markings on the Tank
Car. The
Structural Inspection requires, at a minimum, inspection of all transverse
fillet welds
greater than 0.25 inches within 4 feet of the bottom longitudinal centerline;
the termination
of longitudinal fillet welds greater than 4 feet from the bottom longitudinal
center line; and
all tank shell butt welds within 2 feet of the bottom longitudinal center
line. These
structural inspections may be performed by dye penetrant, radiography,
magnetic particle,
ultrasonic, or optically-aided tests. The Service Life Shell Thickness
Inspection requires
inspection of the thickness of the tank car shell, heads, sumps, domes, and
nozzles with a
device accurate to within +/-0.002 inches. A tank car with a shell thickness
below a
required minimum thickness (set forth in 49 C.F.R. 179.100-6 and 179.101-1)
may be
permitted to continue operation under 49 C.F.R. 180.509 if certain
additional criteria are
met, set forth therein.
The Safety System Inspection requires, at a minimum, inspect the thermal
protection systems, tank head puncture resistance systems, coupler vertical
restraint
systems, and systems used to protect discontinuities(i.e., skid protection and
protective
housings) to ensure their integrity. It also requires removing the safety
relief device from
the Tank Car and testing of the device with air or another gas to ensure that
it conforms to
the start-to-dischargepressure for the specification or hazardous material.
The Lining and
Coating Inspection requires, at a minimum, inspection of the lining or coating
installed on
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the tank car according to the inspection interval, test technique, and
acceptance criteria
established by the owner of the lining or coating. Finally, 49 C.F.R.
180.509 requires a
Leakage Pressure Test after re-assembly of a tank car or service equipment,
wherein a tank
car facility must perform a leak test on the tank or service equipment to
detect leakage, if
any, between manway covers, cover plates, and service equipment.
These inspections are generally to be performed on an inspection interval set
in
accord with the type of tank car and the transported commodity. For cars
transporting
materials not corrosive to the tank, the inspections above are to be performed
at a maximum
of every 10 years for the tank and service equipment. For non-lined or non-
coated tank
cars transporting materials corrosive to the tank, an interval (i) may be set
in accord with
the difference between the actual thickness and the allowable minimum
thickness divided
by the corrosion rate of the transported commodity, per year. In cases where a
lining or
coating is applied to protect the tank shell from the lading, the owner of the
lining is
charged to determine the periodic inspection interval, test technique, and
acceptance criteria
for the lining or coating. 49 C.F.R. 180 has since been supplemented by
Alternative Tank
Car Requalification Program, Appendix B to DOT-E 12095 (hereinafter "DOT 12095
").
DOT 12095 is substantiallysimilarto 49 C.F.R. 180; however, it eliminates
the
dependence of the allowable minimum thickness on corrosion and, instead, sets
forth a list
of forty corrosive materials in Attachment A thereto and, for non-lined and
non-coated
tanks, ties the tank shell thickness qualification frequencies to both the
transport of a
material listed in Attachment A and the measured remaining shell and head
thickness.
Thus, the revised standard provides more definite criteria for determination
of tank
thickness in the absence of corrosion rates required by the formula of 49
C.F.R. 180.
However, DOT 12095 requires that owner's follow the alternative program
provided therein
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to develop written procedures to ensure tank car safety, as required by 49
C.F.R 179.7(d),
but places the burden, as 49 C.F.R. 180, on the owner's to develop
qualification programs
for each tank car, or a fleet of tank cars, identifying where to inspect, how
to inspect, and
the inspection criteria to complement the minimal guidance provided therein.
Other inspection guidelines have been issued to improve tank car safety. Rule
88.B.2 issued by the Federal Railroad Administration (FRA) requires, every
five years, a
"thorough inspection must be performed and repairs where necessary be made to
the
following: (1) Body bolsters and center plates; (2) Center sills; (3)
Crossbearers; (4)
Crossties; (5) Draft systems and components; (6) End sills; (7) Side sills;
(8) Trucks; and
(9) Car jackets. In addition, various AAR (Association of American Railroads)
circulars
prescribe inspection intervals and guidelines for stub sill tank cars based on
a damage
tolerance analysis (DTA) philosophy or at a default inspection interval of
five years or
75,000 miles. However, the AAR Tank Car Stub Sill Inspection Program, requests
owners
to develop written procedures that encompass: (1) Identifying structurally
significant
components and welds; (2) a means of access to these components and welds,
including
removal of the jacket, insulation, or thermal coating, if required; (3)
inspection techniques
to ensure the detection of damage; and (4) proper identification, measurement,
and
reporting of cracks by line item on the required inspection report form (AAR
Form SSIP).
Thus, to improve the level of safety and security with which hazardous
materials
can be transported from one place to another, it has been proposed to increase
the
requirements for the qualification and maintenance of tank cars which are used
to transport
such materials along the rail systems of the country. However, these
requirements impose
a significant burden on the tank car and tank car lining owners to develop and
implement
procedures to provide the mandated level of safety and ensure this level of
safety between
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inspections of the tank cars, tank car linings, and appurtenant equipment. The
actual
manner in which the tests may be satisfactorily carried out have not been
defined in terms
sufficiently specific to detail just what type of tests are required and how
these tests need to
be actually carried out to ensure that all of the features and structures
which tend to be at
high risk, are examined in a proper manner. In other words, a worker skilled
in the art of
inspecting tank cars, even with many years of experience, would need guidance
as to the
totality of how many parameters to test for, how many sites need to be
examined and with
what equipment should the tests be implemented.
A further shortcoming in the art is that there has been no concerted effort to
record
the results which are derived and to compile this data in a form which will
enable the status
of each of the vessels, tanks bogies and the like which are inspected, to be
tracked over a
period of time and enable a relatively accurate prediction as to the status of
each of a fleet
of units.
Further, the revised inspection requirements impose additional and varied
inspection cycles, including for example, unique test cycles for lined cars in
corrosive
service versus unlined cars in corrosive service. The cycle for unlined cars
in corrosive
service is determined by rate of corrosion versus remaining allowable shell
thickness,
whereas the cycle for lined cars in corrosive service is set to 10 years.
However, for lined
cars in corrosive service the service equipment must be inspected every five
years, thus
requiring the tank car to be brought in for inspection every five years.
Additionally, there
are two separate required stub sill inspections-- SSIP and Rule 88.B.2, which
may run on
staggered inspection cycles. Therefore, for a given tank car, an SSIP
inspection may be
required and performed in year 1, a Rule 88.B.2 inspection may be required and
performed
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in the following year, and a HM-201 inspection may be required and performed
in year 3,
the staggered sequence to be continued into future years.
Historically, the industry has deferred tank car inspections and maintenance
as long
as possible to minimize and defer immediate expenditures. Conventional wisdom,
therefore, permits cars to be brought into a facilityon multiple occasions
over a 10 year
period. Although in one respect this minimizes costs for a particular, it is
inefficient over
longer time periods. Further, the increased non-destructive testing mandated
by 49 C.F.R.
180 is likely to increase backlogs at test facilities. The average time a car
remains in the
shop facility is approximately 30 days. In accord with common business
practices, the tank
car will "come off of lease" after five days of inactivity and rental credits
are issued to the
entity leasing the car since the entity does not want to be liable for periods
of inactivity of
the leased tank car. The increased inspection requirements will necessarily
entail longer
periods of tank car inactivity in the facility and increased backlogs, further
resulting in
additional losses to the facility due to cars coming off lease and staying off
lease for longer
periods. In short, the facility loses money if a tank car is brought in too
frequently.
It is therefore evident that there is a need for some form of highly detailed
inspection system to increase the interval between required inspections and
reduce overall
inspection costs.
SUMMARY OF THE INVENTION
The invention broadly provides a method of inspecting DOT specification tank
cars, AAR tank cars and the like type vehicles which are used to transport
commodities
including both regulated (e.g. hazardous) and un-regulated materials that at
the very least
meets and/or exceeds currently imposed federal government standards and
provides a level
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of certainty with respect features and structures which tend to be at high
risk, and that
accordingly enables the use, lease or sale of the units, with a high degree of
confidence.
In one aspect of the invention, an inspection and requalification method for a
wheeled vehicle adapted to transport commodities includes determining which
type of
vehicle is under inspection and selecting an exhaustive list of sites to be
inspected for the
identified type of vehicle from an instruction set. Each of the listed sites
in accord with the
instructions set forth for each of the listed sites in the instruction set and
data derived from
implementation of the tests conducted at each of the exhaustive list of sites
is recorded.
In one aspect thereof, the exhaustive list of sites includes, for example, a
visual
structural integrity inspection of at least the following sites as applicable
to an inspected
tank car: at least one pad-to-tank weld, at least one sill-to-pad weld, at
least one bolster-to-
bolster pad weld, at least one BOV saddle weld, at least one sump weld, at
least one BOV
skid weld, at least one weld greater than about 0.25 inches located within
approximately 4
feet of the bottom longitudinal centerline of said vehicle; and at least one
draft sill weld.
In another aspect thereof, the invention includes an inspection and
requalification
procedure arrangement for a wheeled vehicle adapted to transport commodities,
including
compiling (a) a list of vehicle types, (b) an exhaustive list of sites to be
inspected, for each
type and structure of the vehicle, and (c) a list of inspection procedures for
each of the listed
sites. From these, a report list is produced recording data derived from
implementation of
the tests conducted at each of said exhaustive list of sites.
These and other aspects and advantages of the invention will be apparent to
those
skilled in the art from the following detailed description and accompanying
drawings.
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BRIEF DESCRIPTION OF THE DRAWINGS
The various features and advantages of the present invention will become more
clearly appreciated as a detailed description of a preferred embodiment is
given with
reference to the appended drawings and several appendices, wherein:
Fig. I is a side view showing a typical tank car configuration;
Fig. 2 is a schematic representation of a tank car which is being inspected
robotically using an arrangement which could be used with the present
invention in order to
assist in inspecting/measuringthe interior of a cylindrical vessel which forms
a vital part of
the tank car structure;
Fig. 3 is a flow chart depicting the general procedure in accord with the
present
invention;
Figs. 4A-4F illustrate various aspects of a visual inspection performed on a
tank car
in accord with the invention.
Figs. 5A-5H depict an aspect of the enhanced inspection of tank car welds as
they
relate to tank cars built using the Richmond Tank Car Company (RIC) and WBR
(original
RIC design modified to include head brace) stub sill configurations in accord
with the
invention.
Figs. 6A-6H show an aspect of the enhanced inspection of tank car welds as
they
relate to NAC/DEF-GHI built tank cars.
Figs. 7A-7H depict an aspect of the enhanced inspection of tank car welds as
they
relate to Evans Railcar (EVA) and WBR (original EVA design modified to include
head
brace) stub sill configurations.
Figs. 8A-8H depict yet another aspect of the invention wherein the detailed
weld
inspection relates to welds on tank cars built using ABC and JKL stub sill
designs, such as
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those built by North American Car (NAC), AMF Beaird (AMF), Davie Shipbuilding
Ltd.
(DSL), and Hawker Siddeley Ltd. (HST).
Figs. 9A-9G illustrate another aspect of the invention wherein the detailed
weld
inspection relates to welds on tank cars built using ACF- 100 stub sill
designs.
Figs. I OA- I OJ depict another aspect of the invention wherein the detailed
weld
inspection relates to welds on tank cars built using the 200, 230, & 270 stub
sill
configurations.
Figs. 11 A-11 H depict an aspect of the invention wherein the detailed weld
inspection relates to welds on tank cars built using the TY3, 021, 022, and
023 stub sill
designs.
Figs. 12A-12H depict an aspect of the invention wherein the detailed weld
inspection relates to welds on tank cars built using the ZBN stub sill design.
Fig. 13A illustrates a side view and a cross-sectional view of a tank car
circumferential butt-welds.
Fig. 13B illustratesa typical coil leg arrangement.
Figs. 14A-14C show various views of tank car circumferential butt welds in
accord
with ultrasonic inspection.
Fig. 15A shows a table of allowable safety relief valve pressure tolerances.
Figs. 15B-15E show a variety of valves tested in accord with the invention.
Fig. 16 is a flowchart illustrating a method of standardizing a test procedure
in
accord with the invention.
Fig. 17 is a flowchart illustrating a method of inspection in accord with the
invention.
Fig. 18a is a table showing a liner condition acceptability matrix.
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Fig. 18b shows a table of lining system operating characteristics.
Figure 19 show a table used to assign a liner condition value in accord with a
remaining life of the tank and inspection results in accord with the
invention.
Fig. 20 shows models generated in accord with the invention for a blistering
defect
condition.
Fig. 21 shows models generated in accord with the invention for a cracking
defect
condition.
Fig. 22 shows models generated in accord with the invention for a corrosion
defect
condition.
Fig. 23 depicts a typical protective housing arrangement.
Figs. 24a-h depict a visual truck inspection method.
Figs. 25a-k illustrate a draft system and component visual inspection method.
Figs. 26a-b illustrate a body center plate and side bearing visual inspection
method.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Fig. 1 depicts a typical tank car which is subjected to examination and
requalification according to the present invention. As shown, this vehicle is
used to
transport commodities and possesses a tank structure 100 with wheeled
carriages 110
connected to the underside. It should be noted that, independent of the type
of tank car
which is involved, the tank per se is invariably a self-contained structure
sufficiently
rigid/strong to support not only its own weight but the weight of the cargo
which is
introduced into the tank. The understructure includes two or more wheeled
carriage
members or bogies 110 secured to the tank, such as by connectors or by the
weight of the
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tank itself, to complete the basic unit. While various other conventional
structures, such as
a hatch 120, ladder 130, etc., are illustrated, these elements will for
brevity not be
discussed.
Fig. 2 depicts a tank car being inspected robotically via an arrangement
provided in
U.S. Patent No. 5,956,077 issued on September 21, 1999 to Qureshi et al. As
shown, the
tip of the snake-like probe 200 is provided with a sensor 210. Sensor 210 can,
for the
purposes of the present invention, take the form of an ultrasonic sensor or
any other form of
non-destructive sensing arrangement. Alternatively and/or in addition to the
sensor, the tip
can be provided with a camera and powerful illumination means for facilitating
tank
interior inspection. This type of arrangement has merit in the instances that
the tank has not
been cleaned out to the degree that it is safe for a person or persons to
physically enter the
tank and perform the required inspections, tests and data recordation. Non-
limiting
examples of sensor types and configurations compatible with the present
invention are
provided in United States Patent No. 5,256,966 issued on October 26, 1993;
United States
Patent No. 5,036,707 issued on August 6, 1991 to Paciej et al.; United States
Patent No.
4,368,644 issued on January 18, 1983 to Wentzell et al.; United States Patent
No. 4,658,649
issued on April 21, 1987; United States Patent No. 5,648,619 issued to
Gustafsson et al. on
July 15, 1997; United States Patent No. 4,490,833 issued to Inomata et al. on
December 25,
1984; or United States Patent No. 5,619,423 issued on April 8, 1997 to
Scrantz.
It is to be noted, however, that these arrangements are only exemplary of
devices/arrangementswhich can be used to inspect, repair both the interior and
the exterior
of the tanks and associated structural components, such as under frame,
carriage, or wheels.
It is to be further noted that these arrangements are only ancillary with
respect to the crux of
the invention which is seen as residing in the procedures and requirements set
forth below.
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These procedures and requirements, although augmentable by sensors for various
reasons
including the safety of those implementing the procedure, do not necessarily
require
sensors and may equally be accomplished visually in conformance with
applicable
regulations, such as OSHA regulations, governing inspection of hazardous
containers or
"closed containers".
The inspection and requalification method and procedures in accord with the
present invention, also referred to herein generally as the GE HM-20 1,
includes the six
basic types of inspection outlined in 49 C.F.R. 180. Namely, it includes a
(1) Visual
Inspection, (2) Structural Inspection, (3) Service Life Shell Thickness
Inspection, (4) Safety
System Inspection, (5) Lining and Coating Inspection, and a (6) Leakage
Pressure Test.
Significantly, the GE HM-201 methods and procedures provide a comprehensive
and
exhaustive list of sites to be inspected for the identified types of vehicles
so as to enable a
worker skilled in the art of inspecting tank cars as to the totality of tested
parameters, the
number of sites to be examined, and the equipment required for each test.
Specifically,
these GE HM-201 methods and procedures comprise, for each area or element to
be
inspected, a compilation of the requirements set forth in the relevant
regulations and
guidelines specific to that area or element, to be executed during the course
of the
inspection of that area or element. In other words, the present invention
incorporates
requirements of 49 C.F.R. 180, DOT 12095, Rule 88.8.2, and AAR CPC- 1094
(i.e., Stub
Sill Inspection Program II/III, hereinafter SSIP) into a universal inspection
procedure
designed to assure compliance with all aspects of relevant safety regulations
for regulated
tank cars. In addition, GE HM-201 is advantageously applied to non-regulated
tank cars
(i.e., those not regulated by DOT or the Federal Railroad
Administration(FRA)). Still
further, the requalification method and procedures of the invention are
designed to align all
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inspection dates for all inspections by simultaneously performing all required
procedures at
once to minimize vehicle down time.
GE HM-201 additionally incorporates additional criteria not required by
regulation and, in those respects, is broader than even the combination of all
of above
regulations. For example, the methods and procedures of GE HM-201 are applied
not only
to regulated commodities (i.e., "hazardous" materials) regulated by DOT and
the Federal
Railroad Administration (FRA) in, for example, 49 C.F.R. 180, DOT 12095, and
Rule
88.B.2, but to all commodities transported by tank car. Figure 16 shows that
under GE
HM-201, a corrosion rate is assigned to every commodity transported in a tank
car (lined or
unlined). This corrosion is preferably linked to the environment internal to
the tank car
used to transport the commodity. For example, vegetable oil (a non-regulated
commodity)
is a very aggressive commodity with respect to carbon steel, corroding the
carbon steel at a
rate of approximately 15 mils/year. However, vegetable oil is not-corrosive
with respect to
linings, such as product purity (PP) linings or corrosion linings. Thus, the
corrosivityof
the material depends on the tank shell material and the lining, if any. Using
this example,
vegetable oil is not a regulated commodity. Therefore, the commodity is not
subject to 49
C.F.R. 180 and, under conventional practice, would not be inspected to this
standard. In
accord with the present invention, however, all commodities transported by
tank car --
regulated and un-regulated -- may be inspected to the same standard, set forth
herein.
As noted above, the requalification according to the present invention can be
classified into six separate types of inspection delineated in 49 C.F.R.
180.509: (1) Visual
Inspection, (2) Structural Inspection, (3) Service Life Shell Thickness
Inspection, (4)
Safety System Inspection, (5) Lining and Coating Inspection, and (6) Leakage
Pressure
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Test. The flow chart in Fig. 3 depicts the general flow of the process in
accord with the
invention.
The visual inspection is generally performed in accord with steps 2001 to
2007. In
step 2001, the visual inspection of both the interior and the exterior of the
tank shell is
carried out. Next in step 2002, a visual inspection of piping, valves,
fittings, and gaskets
are carried out. This is followed in step 2003 by a visual inspection of brake
rigging, safety
appliances, draft systems, valves and fitting. When this is completed, a
visual inspection of
all closures and protective housing on the tank car is carried out in step
2004, followed by a
visual inspection of the required markings on the tank car in step 2005. In
the event the
tank car has an excess flow valve, as determined in step 2006, a visual
inspection of this
element is carried out in step 2007.
Generally, steps 2001 to 2007 are performed on all cars that require
requalification
under the guidelines of the 49CFR, Section 180.509 and Alternative Tank Car
Qualification
Program TCQ- I Appendix B to DOT-E 12095. Further, it is preferred that these
steps be
performed on all tank cars going on an assignment order and on all tank cars
that visually
indicate mechanical or corrosion damage without regard to the qualification
dates stenciled
on the tank car or indicated by corresponding records. The visual inspections
may be
performed using any visual enhancement devices or aids, such as but not
limited to
flashlights, l Ox power magnifiers, fiber optic boroscopes, mirrors, or a
straight edge ruler.
With reference to Figure 4A, the tank shell interior and exterior inspection,
step
2001, generally includes checking for dents, particularly in the area of the
end of the bolster
cradle (i.e. wheel burn) 422, which exceed the following rejection criteria.
Dents are
rejected as unacceptable if the dent radius is less than 4 times the tank
shell thickness or if
the dent shows signs of sharp transition or are bent abruptly, as shown for
example, in Rule
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98 illustration A of the AAR Field Manual. Dents are also typically rejected
if they exceed
1" in depth, but may be accepted on a case-by-case basis. Further, any dents
that exceed a
depth of 1/8" and a length of I ", a depth of 1/4" and a length of 1 7/8", a
depth of 1/2" and a
length of 2 5/8", a depth of 3/4" and a length of 3", a depth of 1 " and a
length of 3 3/8", are
rejected as unacceptable. Step 2001 also includes inspecting the area near the
bolsters 422
for inward distortion (bending or buckling), if the distortion exceeds 2" from
the true
profile over a 6-foot span of the tank shell. Further, any gouges that exceed
1/32" in depth
are to be rejected, regardless of length. Naturally, if any of the above
defects are found
during the exterior inspection, a focused interior inspection in the area of
the damaged
should be conducted.
For jacketed tank cars, step 2001 includes a tank jacket inspection. The
entire
visible tank car jacket is inspected for abrasion, cracks, dents, distortions,
defects in welds,
or any other condition that prevents the jacket from protecting the
insulation, maintaining
,commodity temperature, and protecting the exterior of the of the tank shell
and coils from
corrosion and mechanical damage. The tank jacket is visually inspected for
corrosion and
all areas that may allow for the insulation to become exposed to the outside
environment
should be rejected. All corroded areas should be inspected using a chipping
hammer to
ensure material integrity. Particular emphasis should be placed on the area of
the
centerband 420 around the loading platform and bottom outlet valves (not
shown) due to
commodity spillage from chemical service (i.e. acid, sulfur, asphalt, etc.).
This inspection
may require removal of excessive commodity spillage for an accurate
inspection. Focus
should also be placed in the area of the bottom of the tank jacket sheets 424
to detect
moisture or evidence of moisture trapped between the jacket and shell.
Additionally, this
step includes inspection for jacket shifting around the body bolster 422, stub
sill 426,
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manway 428, and service openings 430 and for damage or missing flashing that
exposes the
insulation to possible weather damage.
For non jacketed tank cars, step 2001 focuses on the entire visible exterior
surface
of the tank shell and heads for abrasion, corrosion, cracks, dents,
distortions, defects in
welds, or any other condition that makes the tank car unsafe for
transportation in
accordance with the criteria listed in this procedure. The structural welds in
the top section
of the tank shell are inspected for defects such as, but not limited to, all
detected cracks,
which are to be considered relevant indications and are to be repaired, all
welds having
rounded indications if the major dimension exceeds 3/16", and all welds that
exhibit more
than one pore in 4" of weld. No pore shall be greater than 3/32" in diameter.
In accord
with other aspects of the invention, a more inclusive inspection of welds in
the higher stress
area of the bottom section of the tank will be performed during an Enhanced
Visual
Structural Inspection process, such as that later described in step 2008. The
entire tank
shell exterior is inspected for corrosion, focusing in the area of the
centerband 420 around
the loading platform and bottom outlet valves (not shown) due to commodity
spillage from
chemical service (i.e. acid, sulfur, asphalt, etc.) and noting particularly
any indications of
corrosion that exceed 8" across if the pits are greater than 1/32" in depth or
that are less
than 8" across and the pits are greater than 1/16" in depth. It may be
necessary in some
cases to remove excessive commodity spillage for an accurate inspection. This
step also
includes inspection for bent or fractured tank hold down rods (not shown).
For tank cars in chlorine service, the inspection in accord with the invention
requires visual inspection of the draft sills outside of the jacket (inboard
area) and around
the bolster 422 for evidence of corrosion damage. Any evidence of corrosion
damage is
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cause for stub sill thickness, and attachment weld evaluation in accord with
criteria set forth
below.
Lastly, the visual inspection requires inspection of the interior of the tank
shell.
The inspection of the interior of the tank shell in accord generally with the
corrosion, weld
defect, distortion, gouge, and dent acceptance criteria above may
advantageously be
performed in conjunction with other procedures requiring access to an interior
of the tank
shell Ultrasonic Thickness Inspections performed in accord with, for example,
step 2013.
Next, in step 2002, the piping, valves, fittings, and gaskets are visually
inspected
for indications of corrosion and other conditions that make the tank car
unsafe for
transportation. Valves are inspected for any obvious signs of mechanical
damage such as a
bent nozzle or leaking commodity. With reference to the conventional tank car
shown in
Figure 4C, manway 440 gaskets are inspected for cuts or abrasions and any
evidence of
leaking commodity. Also depicted in Figure 4C are handrails 442, corner posts
444, safety
valve 446, platform grating 448, ladder stile 450, step tread 452, support
bracket 454,
manway ring 456, and anti-skid coating 458, known to those skilled in the art.
If the tank car is equipped with interior coils, as shown in the conventional
tank
car depicted in Figure 4B, the interior coils 430 are inspected for corrosion
and evidence of
leaks. The coil leg nipple threads (not numbered) are also to be inspected to
ensure the
threads show no signs of wear, galling, elongation, or corrosion damage. The
interior coils
430 are arranged, in a manner known to those skilled in the art, with bottom
outlet
assembly 431, coil return bend 432, coil inlet cap 433, coil outlet cap 434,
cut-out valve
435, cradle bar 436, pipe clamp 437, and bar support 438. For those tank cars
having
eduction pipes, such as shown in Figure 4D, the eduction pipes 460 are to be
visually
inspected for cracks in the welds and loose attachment to the accessory plate,
as well as for
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any evidence of corrosion and mechanical damage. Also shown are the bottom
outlet ball
valve 462, the bottom outlet adapter 464, and the bottom outlet cap with plug
466. If the
pipes are bent, battered, broken, or show signs of excessive corrosion they
should be
repaired or replaced. Further, the bottom of the eduction pipes 460, the
eduction pipe guide
461, and the bottom of the tank in the area of the eduction pipe guide are
visually inspected
in this step, as applicable, for signs of wearing damage or interference.
Step 2003 relates to inspection for missing or loose bolts, nuts, and elements
that
may make the tank car unsafe for transportation. The dome platform, handrails,
ladders,
running board, brake rigging, pipe bracket, brake reservoir and pipe, brake
piston and rod
supports for loose nuts are to be visually inspected. Loose nuts are those
that can be moved
by hand without the aid of a hammer.
Step 2004 provides for inspection of the tank car closures in accord with the
invention. Generally, all of the tank car closures and the protective housing
are inspected
for proper securement in a tool tight condition. For pressure tank cars, the
protective
housing assembly is visually inspected in step 2004 for corrosion and
mechanical damage.
If the housing assembly is bent, battered, broken, or shows signs of excessive
corrosion it
should be repaired or replaced. The swivel port covers are also inspected for
proper
operation and evidence of damage. If the swivel port covers are bent,
battered, broken or
shows signs of excessive corrosion they should be repaired or replaced. The
dome hinge
pin and brackets are also to be inspected for evidence of corrosion and
mechanical damage.
Further, the hinge pin bracket welds are to be inspected for defects (i.e.
cracks, undercut,
porosity, lack of penetration, etc.) and undersized welds. If the dome hinge
pin assembly is
bent, battered, broken, or shows signs of excessive corrosion it should be
repaired or
replaced. Also, the cover of the safety relief device is to be inspected for
proper
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securement to the pressure plate. Regarding the pressure plate assembly, the
pressure plate
assembly is to be removed and both sides are to be inspected for corrosion and
mechanical
damage. If the pressure plate is bent, battered, broken, or show signs of
excessive corrosion
it should be repaired or replaced. All studs and threads are visually
inspected for signs of
wear, scoring, galling, elongation, and corrosion. If the studs are damaged or
show signs of
excessive corrosion they should be replaced. Also included in this step, the
visual
inspection is to ensure that all studs on the pressure plate, valves, and
fittings have the stud
marking (B7 or L7) visible on the exposed end of the stud. Remove and replace
all studs
not in compliance. Additionally inspected are the pressure plate and tank
opening
machined tongue and groove areas, bolt hole openings, and threads for
excessive wear,
gouges, nicks, scratches, and scoring. If the pressure plate shows signs of
damage it should
be repaired or replaced. If the tank opening shows signs of damage it should
be repaired.
After re-assembly of the pressure plate to the tank car, proper pressure plate
attachment is
verified.
For general purpose tank cars, step 2004 requires, in the preferred
embodiment,
visual inspection of the bottom outlet cap, bottom outlet nozzle, bottom
outlet plug,
manway cover, and manway nozzle, as described below. The bottom outlet cap,
inclusive
of the bottom outlet reducers, closures, and their attachments are inspected
to ensure that
they are secured to the car by a 3/8" chain or equivalent. All threaded
surfaces and gasket
seating surfaces are visually inspected for corrosion and/or mechanical damage
and threads.
Thread adequacy if determined, for example, using gages to determine for a 4"
diameter
cap, whether the inside thread diameter is 5.032" and the depth of threads
(with no gasket)
is 1 5/8" and, for a 6" diameter cap, whether the inside thread diameter is
7.782" and the
depth of threads (with no gasket) is 1 1/2". Likewise, the threaded surfaces
of the bottom
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outlet nozzle are visually inspected for corrosion and/or mechanical damage.
The threads
are inspected to determine for a 4" diameter nozzle, whether the outside
thread diameter is
5.141 " and the depth of threads is 1 5/8" and, for a 6" diameter nozzle,
whether the outside
thread diameter is 7.782" and the depth of threads is 1 1/2".
Additionally, step 2004 includes inspection of the bottom outlet plugs to
ensure a
1/4" chain secures the plugs. The manway cover is inspected for indication of
warping or
out-of-round condition. The manway cover gasket is to be removed and the
mating surface
cleaned. The mating surfaces should be inspected for cuts, corrosion, cracks,
warping and
other damage. Gouges and nicks are acceptable up to 1/8" in diameter and 1/32"
in depth,
however, no high spots allowed. Machined gasket surface shall be free of
corrosion and
rust. Surface finish to be a maximum of 500 micro- inches RMS. While the
gasket is
removed, the manway cover should be lightly closed to check to see if the
hinge pin is free.
Next, the gasket is reinstalled and the manway cover should be closed lightly,
followed by
a check to ensure that a minimum 1/8" clearance is maintained at all contact
interference
points.
The manway nozzle is also to be inspected in step 2004. The manway eyebolt
assemblies are to be inspected for serviceability and pressure release
provisions in accord
with 49 C.F.R. 179.201-6. No cracks, corrosion or distortion are allowed.
The
assemblies are also inspected to ensure that the threads are not damaged and
that there is no
excess paint or residual commodity buildup. Any condition that prevents the
nut
engagement by hand is considered defective and must be repaired. The hinge
pins are also
inspected for wear or corrosion. A decrease of more than 25% of the original
dimension
shall be considered defective. The gasket-seating surface is inspected for
nicks, gouges and
other defects and no defects are allowed if they are greater than 1/32" deep
and are
CA 02386137 2002-03-28
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continuous across the gasket surface. To determine whether or not there is
raised metal, a
straight edge may be used. Surface finish is to be a maximum of 500 micro-
inches RMS.
In step 2005, all required markings on the tank car are visually inspected to
ensure
they are present and legible. When the car successfully passes the
requalification process
of the present invention in accord with subsequent steps detailed herein, the
exterior of the
tank car is to be stenciled with, at a minimum, all marking requirements in
the AAR
Manual of Standards and Recommended Practices, Section C - Part III, Appendix
C
Markings of Tank Cars. Non-limiting examples of locations and types of marking
are
shown in Figure 4F, as represented by reference numerals 490,49 1, and 492.
The marking
indicated by reference numeral 490 is depicted in greater detail in Figure 4G.
In step 2006, it is determined whether the tank car has excess flow valves. A
conventional excess flow/check valve is depicted in Figure 4E. For pressure
tank cars in
chlorine service, the excess flow/check valve is visually inspected in step
2007 in accord
with the Chlorine Institute's Pamphlet 42. For other pressure tank cars, the
excess
flow/check valve is visually inspected in step 2007 by removing the threaded
seat 480 and
inspecting the threads 478 for burrs, broken, rough or flat threads and the
seat surface (not
shown) for smoothness, excessive corrosion and conformance to the latest issue
of the
manufacture's drawing. If the seat 480 or plug 474 is damaged or out of round,
it should be
repaired or replaced. The ball 472 should then be removed from the body 470
and
inspected for roundness, nicks, scratches, smoothness, corrosion, and magnetic
qualities. If
the ball 472 is damaged it should be replaced. If the ball 472 is magnetic, it
should be
discarded and replaced according to the manufacturer's specification. The body
470 is to
be checked to ensure that the pins 468 are in the correct position according
to the
manufacturer's drawing and are welded into place with no grinding or wrench
teeth marks
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on the welds. If the pins 468 are bent, battered, or broken, or show signs of
cracking they
should be repaired or replaced. Then, the ball 472 is replaced in the body 470
and the seat
480 is screwed, hand-tight, into the body using a light application of a non-
reactive
lubricant on the threads 478 to minimize thread galling.
Following inspection of the excess flow valve or determination that such a
valve
is not present on the tank car is steps 2006 or 2007, an enhanced visual
inspection of all
fillet welds greater than '/<" connecting at least two components (i.e.,
attachment welds)
which are within 4 feet of the bottom longitudinal center line of the tank is
carried out in
step 2008, as described below in greater detail in preferred embodiments of
this step.
In accord with the enhanced visual inspection of weld in step 2008, weld
visual
inspections are depicted in Figure 5A-5H for attachment welds on all tank cars
built using
the Richmond Tank Car Company (RIC) and WBR (original RIC design modified to
include head brace) stub sill configurations to ensure the inspections conform
the
specifications of the FRA and AAR. The weld inspections listed above and
depicted in
Figure 5A are visual inspections and may be performed using any visual aid,
such as but
not limited to flashlights, I Ox- magnifiers, straight edge rulers, step
gauges, or tape
measures. It is also desired that the weld surface condition be conducive to
visual
inspection. Namely, welds should not exhibit excessive oil, grease, dirt,
lint, or any other
contaminant that may prevent the detection of a weld defect and must be
cleaned, as
necessary, to permit inspection and it is to be understood that cleaning of
weld surfaces
should not be performed with solvents or materials that would interfere with
the
serviceability of the component or weldment under inspection. Welds are also
to be
visually inspected prior to applying any type of paint, lining, or any other
coating that
may prevent the detection of a defect.
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It is preferred that the following data be recorded. First, the location on
the car
where the weld crack was located is specified in a manner specific to the weld
code that is
being inspected (e.g., A-End). Second, the weld code that represents which
weld had a
weld crack (e.g., Al). Third, the length of the weld crack in inches (e.g.,
3.3 inches).
Fourth, the defect location code where on the weld the crack was located
(e.g., PPM or pad
parent metal). Typical defect location codes include, for example, BBPM
(Bolster Bottom
Cover Parent Metal); BCPM (Bolster Top Cover Plate Parent Metal); BPPM
(Bolster Pad
Parent Metal); BWPM (Bolster Web Parent Metal); PPM (Pad Parent Metal); SCPM
(Side
Cover Plate Parent Metal); SDPM (Saddle Parent Metal); SKPM (Skid Parent
Metal); SPM
(Sill Parent Metal); SUPM (Sump Parent Metal); TMP (Tank Parent Metal); TPM
(Tank
Parent Metal); WBBC (Weld Bolster Bottom Cover); WBSC (Weld Bolster Web-to-
Side
Cover); WBSW (Weld Bolster Stiffener-to-Web); WBTP (Weld Bolster Web-to-Pad);
WBTS (Weld Bolster Web-to-Sill); WTK (Weld Toe-to-Skid); WTP (Weld Toe-to-
Pad);
WTS (Weld Toe-to-Sill); WTSD (Weld Toe-to-Saddle); WTT (Weld Toe-to-Tank); WTU
(Weld Toe-to-Sump), and OTH (other). Fifth, the repair procedure corresponding
to the
detected defect is recorded. Although the above example relates to a weld
crack, the data
recorded above is similarly applicable to other types of defects, such as weld
undercut,
weld porosity, and rounded indications. Inspected welds are considered a
defect and must
be repaired if they meet or exceed the following limits. Weld cracks should
not exceed
1/16'5 in width and'' Y2" in length. However, any crack indications below
these limits are
considered relevant indications and must be repaired. Weld undercuts should
not be in
excess of 0.010" and shall not reduce the thickness below the minimum tank
side of fillet
welds. Regarding weld porosity, no more than one pore in each 4" of weld is
permitted and
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no pore exceeding 3/32" diameter is allowable. Circular or elliptical
indications with a
width of 1/16" and length equal to or less then 3/16" should also be
considered a defect.
Figure 5A depicts preferred pad-to-tank welds inspected in accord with the
invention shown in step 2008. Weld locations are shown as reference numerals A
1
through A9. Weld Al inspection satisfies HM-201, SSIP, and 88.B.2 requirements
and
is a front sill pad-to-tank transverse weld located at the A and B ends of the
tank car. The
full length of the weld is inspected, including a portion located around a
corner of the
pad. Weld A2 inspection satisfies HM-201, SSIP/3, and 88.B.2 requirements and
depicts
front sill pad longitudinal welds at the A-end right and left and B-end right
and left
locations. The full length of the weld is inspected to its termination at the
bolster pad.
Weld A3 inspection satisfies HM-201 and depicts a fillet weld in the front
sill pad-to-tank
cutout at the A and B ends. The full length of the weld is inspected. Weld A4
inspection
satisfies HM-201 requirements and depicts cradle pad longitudinal welds having
outboard
termination at the A-end right and left and B-end right and left locations.
The six inches
of the weld from its termination point are inspected. Weld A5 inspection
satisfies HM-
201 requirements and is a front sill pad-to-bolster pad transverse weld
located at the A
and B ends. The full length of the weld is inspected. Weld A6 inspection
satisfies HM-
201 requirements as well as Rule 88.B.2 requirements and depicts inboard
termination of
cradle pad longitudinal welds at the A-end right and left and B-end right and
left
locations. The last six inches of the weld to termination are inspected. Weld
A7
inspection satisfies HM-201 requirements and depicts a cradle pad-to-bolster
pad
transverse weld located at the A and B ends. A full length of the weld is
inspected. Weld
A8 inspection satisfies HM-201 and depicts cradle pad-to-tank slot welds
located at the A
and B ends and are further disposed at between about 2 to 16 places per tank
car. The
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last 6" of the weld at each end of the slot are inspected. Finally, weld A9
inspection
satisfies IIlM-201 and depicts a bolster pad-to-tank transverse weld located
at the A end
outboard and inboard sides on the right and left of the tank car and also
located at the B
end outboard and inboard sides on the right and left of the tank car. The 36"
span from
the junction with the cradle pad is inspected.
Figure 5B represents sill-to-pad welds inspected in accord with the invention.
The
weld locations are shown as reference numerals B I through B44. Weld B 1
satisfies SSIP
and 88.B.2 requirements and depicts transverse welds at the top of the sill
flange at the A
and B ends. A full length of the weld is inspected from the top of the sill.
Weld B2
satisfies 88.B.2 requirements and depicts outboard termination of a
longitudinal weld
outside of the sill at the A and B end right and left positions. The last 6"
of the weld to
termination is inspected. Weld B3 satisfies SSIP and 88.B.2 requirements and
depicts
transverse welds at a bottom of the top sill flange at the A and B ends. A
full length of the
weld from the inside of the sill is inspected. Weld B4 satisfies 88.B.2 and
depicts inboard
termination of a longitudinal weld outside the sill at the A and B end left
and right
positions. The last 6" of the weld, including any portion of weld that wraps
around sill and
connects with B44, is inspected. Weld B22 satisfies rule 88.B.2 and depicts
outboard
termination of a longitudinal weld inside the sill at the A and B end left and
right positions.
The last 6" of the weld is inspected. Weld B44 satisfies rule 88.B.2 and
depicts inboard
termination of a longitudinal weld at an inside of the sill at the A and B end
left and right
positions. The last 6" of the weld is inspected.
Figure 5C represents bolster-to-bolsterpad welds inspected in accord with the
invention. The weld locations are shown as reference numerals SB 1 and E2.
Weld SB 1
satisfies rule 88.B.2 requirements and includes bolster web, bolster pad, and
stiffener welds
CA 02386137 2002-03-28
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inboard of bolster from the outside edge of side bearing pad to draft sill and
SBl along the
A and B end left and right sides. A full length of the weld is inspected. Weld
E2 also
satisfies rule 88.8.2 requirements and depicts a bolster bottom cover plate to
sill flange
longitudinal weld located at the A and B end left and right sides. A full
length of the weld
is inspected.
Figure 5D represents BOV saddle welds inspected in accord with the invention.
The weld locations are shown as reference numerals G 1, G2, and G 1 a-c to G2a-
c, with
groupings (e.g., G I a and G2a) representing different compartments. A single
tank car may
have multiple compartments or cells, each with its own loading and unloading
devices,
which would include a separate sumps and bottom outlet valve (BOV) from which
the
commodity would be loaded and unloaded. Each of the welds depicted satisfies
rule HM-
201 requirements. For simplicity, only BOV saddle welds Gland G2 in
Compartment
# 1 are shown, in cross section, wherein G I includes transverse portions of
BOV saddle weld
and G2 includes longitudinal portions of the BOV saddle weld, each located in
two places
per car. A full length of transverse and longitudinal portions of the welds
are inspected.
Similarly, weld locations G 1 a/G2a in compartment #2, weld locations G 1
b/G2b in
compartment #3, and weld locations G 1 c/G2c in compartment #4 respectively
represent
transverse and longitudinal portions of BOV saddle welds in two places per
car. A full
length of transverse and longitudinal portions of the welds are inspected.
Similarly, Figure 5E represents sump welds inspected in accord with the
invention.
The weld locations are shown as reference numerals H 1, H2, and H l a-c to H2a-
c, with
groupings (e.g., H 1 a and H2a) representing different compartments. Each of
the welds
depicted satisfies rule HM-201 requirements. For simplicity, only welds Hland
H2 in
Compartment # 1 are shown, in cross section, wherein H 1 includes transverse
portions of
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BOV sump welds and G2 includes longitudinal portions of the BOV sump welds,
each
located in two places in the tank car, as shown in Figure 5E. A full length of
transverse and
longitudinal portions of the welds are inspected. Similarly, weld locations HI
a/H2a in
compartment #2, weld locations H 1 b/H2b in compartment #3, and weld locations
H lc/H2c
in compartment #4 respectively represent transverse and longitudinal portions
of BOV
sump welds in two places per car. A full length of transverse and longitudinal
portions of
the welds are inspected.
Figure 5F depicts BOV skid welds inspected in accord with the invention. The
weld locations are shown as reference numerals J 1, J2, and J 1 a-c to J2a-c,
with groupings
(e.g., J 1 a and J2a) representing different compartments. Each of the welds
depicted
satisfies rule HM-201 requirements. For simplicity, only welds Jland J2 in
Compartment
# 1 are shown, in cross section, wherein J 1 includes transverse portions of
BOV skid welds
and J2 includes termination of BOV skid longitudinal welds, each located in
two places in
the tank car, as shown in Figure 5F. A full length of the transverse welds are
inspected and
a termination of the longitudinal welds are inspected. Similarly, weld
locations Jla/J2a in
compartment #2, weld locations J 1 b/J2b in compartment #3, and weld locations
J l c/J2c in
compartment #4 respectively represent transverse portions of BOV skid welds
and
terminations of BOV skid longitudinal welds in two places per car. A full
length of the
transverse welds are inspected and a termination of the longitudinal welds are
inspected.
Figure 5G shows miscellaneous transverse and longitudinal welds inspected in
accord with the invention and in accord with HM-20 1. The transverse welds are
designated
MTa, MTh, MTc, and MTd, of which only MTa is shown. Likewise, MLa, MLb, MLc,
and MLd are the longitudinal welds, of which only MLa is shown. These welds
are located
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at the A end right and left side and at the B end right and left side. A full
transverse and
longitudinal length of the welds are inspected accordingly.
In addition, the following draft sill welds are inspected in accord with the
invention and in accord with Rule 88.B.2. Splice plates welds (MSa) at the A
and B
ends are inspected along a full length of the welds. Wing bar welds (MSb) are
inspected
at the A end, left and right portions, and at the B end, left and right
portions. These are
inspected along a full length of the weld. Vertical Stiffeners (MSc) located
at the A and
B ends are inspected along a full length of the weld. Further, slot welds
(MSd) are
inspected at the termination of the welds.
Further, there are some welds which must be inspected inside the draft sill
pocket.
It is preferred that a flexible boroscope be used to inspect in remote areas.
For non jacketed
cars with sill reinforcement pads (knuckle pads), these additional welds
include
longitudinal sill to reinforcement pad welds between draft lugs; transverse
sill to
reinforcement pad weld; longitudinal sill to reinforcement pad slot welds
(cars with slotted
reinforcement pad/sill connections); and longitudinal sill to reinforcement
pad welds above
rear draft lug assemblies. For jacketed cars with sill reinforcement pads
(knuckle pads),
these additional welds include longitudinal to draft silUreinforcementpad
welds outside of
the sill; transverse draft sill/reinforcement pad, outboard; longitudinal
reinforcement pad to
tank sill welds; and transverse reinforcement pad to tank shell head. A full
length of the
body bolster attachment welds are inspected, as applicable. For non jacketed
cars without
sill reinforcement pads, such as the NAC/Beaird Design, the welds to be
inspected include
the top center `CZ` angle butt weld; longitudinal draft sill to tank shell
welds (between draft
lugs; inside transverse draft sill to tank shell welds (outboard & inboard);
longitudinal draft
sill to tank shell slot welds; transverse draft sill to tank shell slot welds;
and longitudinal
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draft sill to tank shell welds (from rear lugs inboard toward center fillers).
For jacketed cars
without sill reinforcement pads of a similar design, the welds to be inspected
include the
longitudinal draft sill to tank shell welds, to be inspected along a full
length back to body
bolster attachments; and transverse draft sill to tank shell (seal) welds.
Further, for both
jacketed and non jacketed tank cars with or without sill reinforcement pads,
the front and
rear draft stops and gusset welds are to be inspected.
Figure 5H shows headbrace welds for headbrace cars inspected in accord with
the
invention. The AH I weld location is inspected to satisfy both HM-201 and SSIP
requirements and depicts the headpad extension transverse weld located at the
A and B
ends. A full length of the weld is inspected, including weld around corner of
pad. Weld
AH2 inspection meets HM-20I and SSIP requirements and depicts the headpad
extension
longitudinal welds located at the A and B ends at the left and right sides. A
full length of
these welds is inspected, but does not include weld on the corner of the pad.
Weld C 1, on
the other hand, meets SSIP and rule 88.B.2 requirements and shows a headbrace-
to-sill
transverse weld located at the A and B ends. A full length of the weld
including a portion
which curves around the corner of the headbrace is inspected. Weld C2, also
meets SSIP
and rule 88.B.2 requirements and shows a headbrace-to-sill longitudinal weld
located at the
left and right sides of the A and B ends. A full length of the weld is
inspected.
Welds D1 and D2 satisfy SSIP and rule 88.B.2 requirements and show,
respectively, a headbrace-to-pad transverse weld located at the A and B ends
and a
headbrace-to-pad longitudinal weld located at the left and right sides of the
A and B ends.
A full length of these welds is inspected and the inspection of the DI weld
includes corners.
In accord with the enhanced visual inspection of weld in step 2008, weld
visual
inspections are depicted in Figure 6A-6H for attachment welds on NAC/DEF-GHI
built
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tank cars to ensure the inspections conform the specifications of the FRA and
AAR. The
weld inspections listed above and depicted in Figures 6A-6H should conform to
the general
requirements, equipment, and acceptance criteria specified above. Similarly,
it is preferred
that data be recorded as noted above. To reiterate, first, the location on the
car where the
weld crack was located is specified in a manner specific to the weld code that
is being
inspected (e.g., A-End). Second, the weld code that represents which weld had
a weld
crack (e.g., A l). Third, the length of the weld crack in inches (e.g., 3.3
inches). Fourth,
the defect location code where on the weld the crack was located (e.g., PPM or
pad parent
metal). Fifth, the repair procedure corresponding to the detected defect is
recorded.
Figure 6A depicts preferred pad-to-tank welds inspected in accord with this
aspect
of step 2008. The weld locations are shown as reference numerals Al through
A9. Weld
Al inspection satisfies HM-201, SSIP/3, and 88.B.2 requirements and is a front
sill pad-to-
tank transverse weld located at the A and B ends of the tank car. The full
length of the
weld is inspected, including a portion located around a corner of the pad.
Weld A2
inspection satisfies HM-20 1, SSIP/3, and 88.B.2 requirements and depicts
front sill pad
longitudinal welds at the A-end right and left and B-end right and left
locations. The full
length of the weld is inspected to its termination at the bolster. Weld A3
inspection
satisfies HM-201 and depicts a fillet weld in the front sill pad-to-tank
cutout at the A and B
ends. The complete weld is inspected. Weld A4 inspection satisfies HM-201
requirements
and depicts cradle pad longitudinal welds having outboard termination at the A-
end right
and left and B-end right and left locations. The six inches of the weld from
its termination
point are inspected. Weld A5 inspection satisfies HM-201 requirements and is a
front sill
pad-to-bolsterpad transverse weld located at the A and B ends. The complete
weld is
inspected. Weld A6 inspection satisfies HM-201 requirements and depicts
inboard
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termination of cradle pad longitudinal welds at the A-end right and left and B-
end right and
left locations. The last 24" of the weld, including wrap around to weld
termination at 24"
NWZ. Further, on UTC-built tanks cars, the last 6" of weld termination must be
inspected.
Weld A7 inspection satisfies HM-201 requirements and depicts a cradle pad-to-
bolsterpad
transverse weld located at the A and B ends. The complete weld is inspected.
Weld A8
inspection satisfies HM-201 and depicts cradle pad-to-tank slot welds located
at the A and
B ends and are further disposed at between about 2 to 16 places per tank car.
The last 6" of
the welds at each end of the slot are inspected. Finally, weld A9 inspection
satisfies HM-
201 and depicts a bolster pad-to-tank transverse weld located at the A end
outboard and
inboard sides on the right and left of the tank car and also located at the B
end outboard and
inboard sides on the right and left of the tank car. The 36" span from the
junction with the
cradle pad is inspected.
Figure 6B represents sill-to-pad welds inspected in accord with the invention.
The
weld locations are shown as reference numerals B 1 through B44. Weld B 1
satisfies SSIP
and 88.B.2 requirements and depicts transverse welds at the top of the sill
flange at the A
and B ends. A full length of the weld is inspected from the top of the sill.
Weld B2
satisfies 88.B.2 requirements and depicts outboard termination of a
longitudinal weld
outside of the sill at the A and B end right and left positions. The last 6"
of the weld to
termination is inspected. Weld B3 satisfies SSIP and 88.B.2 requirements and
depicts
transversewelds at a bottom of the top sill flange at the A and B ends. A full
length of the
weld from the inside of the sill is inspected. Weld B4 satisfies 88.B.2 and
depicts inboard
termination of a longitudinal weld outside the sill at the A and B end left
and right
positions. The last 6" of the weld, including any portion of weld that wraps
around sill and
connects with B44, is inspected. Weld B22 satisfies rule 88.B.2 and depicts
outboard
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termination of a longitudinal weld inside the sill at the A and B end left and
right positions.
The last 6" of the weld is inspected. Weld B44 satisfies rule 88.B.2 and
depicts inboard
termination of a longitudinal weld at an inside of the sill at the A and B end
left and right
positions. The last 6" of the weld is inspected.
Figure 6C represents bolster -to-bolster pad welds inspected in accord with
the
invention. The weld locations are shown as reference numerals SB 1, OSB, and
E2. Weld
SB 1 satisfies rule 88.B.2 requirements and includes bolster web, bolster pad,
and stiffener
welds inboard of bolster from the outside edge of side bearing pad to draft
sill and SBI
along the A and B end left and right sides. A full length of the weld is
inspected. Weld
OSB meets Rule 88.B.2 requirements and includes bolster web, bolster pad, and
stiffener
welds outboard of bolster from the outside edge of side bearing pad to side
cover plate
(OSB) along the A and B end left and right sides. A full length of the weld is
inspected.
Weld E2 also satisfies rule 88.B.2 requirements and depicts a bolster bottom
cover plate to
sill flange longitudinal weld located at the A and B end left and right sides.
A full length of
the weld is inspected.
Figures 6D, 6E, 6F, and 6G respectively show saddle welds, sump welds, skid
welds, and miscellaneous transverse and longitudinal welds inspected in accord
with this
aspect of the invention. A detailed description of the general weld locations,
relation to
regulatory requirements, and inspection requirements are as set forth with
respect to
Figures 5D, 5E, 5F, and 5G respectively, and will not be repeated herein. In
addition, the
following draft sill welds are inspected in accord with the invention and in
accord with
Rule 88.B.2. Splice plates welds (MSa) and Wing bar welds (MSb) are each
inspected in
four places per car and are inspected along a full length of the welds.
Vertical stiffeners are
inspected at (MSc) along a full length of the weld in two places per car and
slot welds
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(MSd) are inspected in two places per carat the termination of the welds. Sim
ilar to the
description above with respect to Figures 5A-5H, there are additional welds
which must be
inspected inside the draft sill pocket. These welds are inspected as described
above, and are
not repeated.
Figures 6H, 61, and 6J show headbrace welds for headbrace cars inspected in
accord with the invention. The AH I weld location is inspected to satisfy both
HM-201 and
SSIP requirements and depicts the headpad extension transverse weld located at
the A and
B ends. A full length of the weld is inspected, including weld around corner
of pad. Weld
AH2 inspection also meets HM-201 and SSIP requirements and depicts the headpad
extension longitudinal welds located at the A and B ends. A full length of
these welds is
inspected, but does not include weld on the corner of the pad. As shown in
Figure 61, weld
C I meets SSIP and rule 88.B.2 requirements and shows a headbrace-to-
silltransverse weld
located at the A and B ends. A full length of the weld including a portion
which curves
around the corner of the headbrace is inspected. Weld C2, also meets SSIP and
rule 88.B.2
requirements and shows a headbrace-to-sill longitudinal weld located at the
left and right
sides of the A and B ends. A full length of the weld is inspected. Welds D 1
and D2,
shown in Figure 6J, satisfy SSIP and rule 88.B.2 requirements and show,
respectively, a
headbrace-to-pad transverse weld located at the A and B ends and a headbrace-
to-pad
longitudinal weld located at the left and right sides of the A and B ends. A
full length of
these welds is inspected and the inspection of the D 1 weld includes corners.
Figures 7A-7H depict another preferred aspect of the invention wherein the
detailed weld inspection in accord with step 2008 particularly relates to
welds on tank cars
built using the Evans Railcar (EVA) and WBR (original EVA design modified to
include
head brace) stub sill configurations. In most respects, the weld locations,
relation to
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regulatory requirements, and inspection requirements are as set forth with
respect to
Figures 5A-5H, above, and the related discussion. Reference to Figures 7A-7H,
which use
the same reference numerals as Figures 5A-5H are illustrative of the
differences between
the tank car designs.
Figures 8A-8H depict yet another preferred aspect of the invention wherein the
detailed weld inspection in accord with step 2008 particularly relates to
welds on tank cars
built using ABC and JKL stub sill designs, such as those built by North
American Car
(NAC), AMF Beaird (AMF), Davie Shipbuilding Ltd. (DSL), and Hawker Siddeley
Ltd.
(HST). In some respects, the weld locations, relation to regulatory
requirements, and
inspection requirements are as set forth with respect to Figures 5A-5H, above,
and the
related discussion with exception of notable differences provided below with
reference to
Figures 8A-8H.
Inspection of weld location Al satisfies HM-201, SSIP, and Rule 88.B.2
requirements. This weld is a sill top cover-to-tank transverse weld located at
the A and B
ends of the tank car. The entire weld is inspected, including longitudinal
portions
terminating at sill top flange-to-cradlepad transition. Weld location A2
inspection satisfies
HM-201, SSIP, and 88.B.2 requirements as well. Weld A2 is a termination of
cradle pad
longitudinal weld (outside of sill web) located at the A and B end left and
right sides. The
last 6" of the weld to termination is inspected. Weld A4 meets HM-201
requirements and
depicts a cradle pad longitudinal weld (outboard termination). This weld is
located at the A
and B ends and 6" of the weld from termination is inspected. Weld location A6
meets HM-
201 and shows an inboard termination of cradle pad longitudinal welds located
at the A and
B end. left and right sides. A 24" portion of the A6 weld, including wrap
around to weld
termination at 24" NWZ, is inspected. Weld location A7 meets HM-201
requirements and
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shows a cradle pad-to-bolster pad transverse weld located at the A and B ends.
The
complete weld is inspected. Weld location A9 meets HM-201 and depicts a
bolster pad-to-
tank transverse weld located at the A and B end right and left outboard and
inboard
positions, which are inspected 36" from the junction with the cradle pad. Weld
A 13
satisfied HM-201 requirements and shows the sill top cover to cradle pad
transverse welds
at the A and B end right and left positions. These welds are inspected along
the entire 8"
length to include just inboard of rear draft lugs to portion of weld between
sill webs. Weld
location A 15 inspection satisfies HM-201 and Rule 88.8.2 requirements. A 15
shows
cradle pad-to-tank inboard transverse welds located at A and B ends at the
left and right
-positions. A full length of these welds, including 6" of portions that wrap
around
longitudinally, are inspected. There should be no weld termination at this
location. Finally,
weld location A24 is inspected to satisfy HM-201 and SSIP requirements. A24
represents
the termination of cradle pad longitudinal weld (inside of sill web) located
at the A and B
end left and right positions. The last 6" of weld to termination at start of A
1 weld is
inspected. If a weld defect is found in A24 which is larger than a defect
found in A2, the
value of the A24 defect is used for SSIP reporting.
As shown in Figure 8B, weld location B2 meets 88.B.2 requirements and shows
outboard termination of longitudinal weld (outside of sill) at the A and B end
left and right
positions. The last 6" of the weld to termination is inspected. Weld location
B4 meets
88.B.2 requirements and shows inboard termination of longitudinal weld
(outside of sill) at
the A and B end left and right positions. The last 6" of the weld, including
any portion of
weld that wraps around sill and connects with B44, is inspected. Inspection of
weld
location B I 1 satisfies HM-201 and 88.B.2 requirements and represents sill
top cover-to-
tank transverse welds (seal weld) at the A and B ends. A full length of the
welds are
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inspected including wrap around to termination at point where sill top cover
meets cradle
pad. Weld locations B22 and B44 satisfy 88.8.2 and represent outboard and
inboard
termination of longitudinal weld (inside of sill) at the A and B end right and
left positions.
The last 6" of these welds are inspected.
Figures 8C-8H are substantially as described in Figures 5C-5H with respect to
the
general descriptions of the weld locations, relation to relevant regulatory
requirements, and
inspection requirements and the discussion therein is not repeated herein for
brevity.
Further to the above, the following draft sill welds are inspected in accord
with the
invention and in accord with Rule 88.B.2. Splice plates welds (MSa) and Wing
bar welds
(MSb) are each inspected in four places per car and are inspected along a full
length of the
welds. Vertical stiffeners are inspected at (MSc) along a full length of the
weld in two
places per car and slot welds (MSd) are inspected in two places per car at the
termination of
the welds. Similar to the description above with respect to Figures 5A-5H,
there are
additional welds which must be inspected inside the draft sill pocket. These
welds are
inspected as described above, and will not be repeated.
Figures 9A-9G depict yet another preferred aspect of the invention wherein the
detailed weld inspection in accord with step 2008 particularly relates to
welds on tank cars
built using ACF- 100 stub sill designs. In many respects, the weld locations,
relation to
regulatory requirements, and inspection requirements are as set forth with
respect to
Figures 5A-5H, above, and the related discussion. However, there are also
notable
differences, which are discussed below with reference to Figures 9A-9H.
As shown in Figure 9A, this aspect of the invention only requires three pad-to-
tank
weld inspection locations. The first weld location, A2, satisfies inspection
requirements
under HM-201, SSIP, and Rule 88.B.2. Specifically, it depicts the front sill
pad
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longitudinal welds located at the A and B end left and right portions and is
inspected along
a full length of the weld to the termination at the bolster. The second weld
location, A9,
satisfies inspection requirements under HM-201 and shows bolster pad-to-tank
transverse
welds, which are located at the A end and B end right and left outboard and
inboard
positions. 36" from the junction with the cradle pad is inspected. The third
weld location,
A 15, meets HM-201 requirements and are cradle pad-to-tank inboard transverse
welds
located at the A and B end left and right positions.
Figure 9B shows sill-to-pad weld locations. Each of these weld locations
satisfies
Rule 88.B.2 requirements. Weld location B2 is the outboard termination of the
longitudinal
weld (outside of sill) located at the A and B ends at the left and right
sides. The last 6" of
the weld to termination is inspected. Weld location B4 is the inboard
termination of the
longitudinal weld (outside of sill) located at the A and B ends at the left
and right sides.
The last 6" of the weld, including any portion of the weld that wraps around
the sill and
connects with B44, is inspected. Weld location B22 is the real lug
reinforcement to the
cradle pad weld. Generally, this weld extends from the rear lug reinforcement
to the sill top
flange and is located at the A and B ends at the left and right sides. The
outboard
termination plus 6" is inspected. Weld location B 104 is the inboard
termination of the sill
web-to-sill bottom cover located at the A and B ends at the left and right
sides. The last 6"
of the weld is inspected. Weld location B 105 is the sill bottom flange to
cradle pad
transverse weld located at the A and B ends. The full length of the weld is
inspected. Weld
location B 106 is the inboard termination of the sill bottom cover-top-cradle
pad
longitudinal weld located at the A and B ends at the left and right sides. The
last 6" of the
weld is inspected.
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Figure 9C represents bolster -to-bolster pad welds inspected in accord with
the
invention. The weld locations are shown as reference numerals SB 1, OSB, and
E2. Each
of these welds satisfies Rule 88.B.2 requirements. Weld SB i includes bolster
web, bolster
pad, and stiffener welds inboard of bolster from the outside edge of side
bearing pad to
draft sill and SBI along the A and B end left and right sides. A full length
of the weld is
inspected. Weld OSB includes bolster web, bolster pad, and stiffener welds
outboard of
bolster from the outside edge of side bearing pad to side cover plate (OSB)
along the A and
B end left and right sides. A full length of the weld is inspected. Weld E2
depicts a bolster
bottom cover plate to sill flange longitudinal weld located at the A and B end
left and right
sides. A full length of the weld is inspected.
Figures 9D-9G are substantially as described in Figures 6D-6G with respect to
the
general descriptions of the weld locations, relation to relevant regulatory
requirements, and
inspection requirements and the discussion therein is not repeated herein for
brevity.
Additionally, the following draft sill welds are inspected in accord with the
invention and in
accord with Rule 88.B.2. Splice plates welds (MSa) and Wing bar welds (MSb)
are each
inspected in four places per car and are inspected along a full length of the
welds. Vertical
stiffeners are inspected at (MSc) along a full length of the weld in two
places per car and
slot welds (MSd) are inspected in two places per car at the termination of the
welds.
Similar to the description above with respect to Figures 5A-5H, there are
additional welds
which must be inspected inside the draft sill pocket. These welds are
inspected as
described above, and will not be repeated.
Figures 10A- l OJ depict yet another preferred aspect of the invention wherein
the
detailed weld inspection in accord with step 2008 particularly relates to
welds on tank cars
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built using the 200, 230, & 270 stub sill configurations. ACF Industries, Inc.
(ACF) was
the primary builder for these stub sill configurations.
As shown in Figure I OA, this aspect of the invention requires five pad-to-
tank weld
inspection locations. The first weld location, A 1, satisfies inspection
requirements under
HM-201, SSIP, and Rule 88.B.2. Specifically, it depicts a 7" transverse weld
located at the
A and B ends and is inspected along a full length of the weld. On some cars,
this weld will
be continuous around an outboard end of the pad. On most cars, however, this
weld will be
5" to 8 `/2" in length, terminating at backstop reinforcements. The second
weld location,
A2, satisfies inspection requirements under HM-201, SSIP, and Rule 88.B.2 and
shows
outboard termination of longitudinal pad-to-tank welds located at the A end
and B end right
and left positions. A full length of the weld to termination at the bolster
pad is inspected.
This weld wraps around the pad, terminating in a transverse portion just
outside of the sill
web. On some cars built between 1969 and 1986, there may be a seal weld
connection
between transverse and longitudinal welds. A crack in the seal weld for cars
of this vintage
is not considered a reportable or repairable defect. The third weld location,
A6, meets HM-
201 and Rule 88.B.2 requirements and depicts inboard termination of cradle pad
longitudinal welds at the A and B end left and right positions. The last 6" of
the weld to
termination is inspected. This particular weld inspection does not apply to
cars with a
continuous cradle pad. The next weld, weld location AS, satisfies inspection
requirements
under HMS-201 and shows cradle pad-to-tank slot welds located at the A and B
ends in
between 2 to 16 places per car. There may be two or three slots labeled "a"
through "c", as
shown in Figure I OA. On cars with continuous cradle pads, additional slots
inboard of the
bolster labeled "d" and "e", as shown in Figure I OA, must also be inspected.
The inboard
and outboard terminations of slot welds are inspected. Lastly, weld location
A9 satisfies
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inspection requirements under HM-201 and shows bolster pad-to-tank transverse
welds
located at the A and B ends at both the outboard and inboard right and left
positions. A
36" portion from the junction with the cradle pad is inspected.
Figure I OB shows sill-to-pad weld locations. Each of these weld locations
satisfies
Rule 88.B.2 requirements. Weld location B3, discussed below, additionally
satisfies SSIP
requirements but itself is not a reportable SSIP value. Weld location B2 shows
outboard
termination of longitudinal weld (outside of sill) located at the A and B ends
at the left and
right sides. The last 6" of the weld to termination is inspected. Weld
location B3 is the sill
top flange to cradle pad outboard transverse weld located at the A and B ends.
A full
length of the weld is inspected. Weld location B4 is the inboard termination
of the
longitudinal weld (outside of sill) located at the A and B ends at the left
and right sides.
The last 6" of the weld is inspected, including any portion of the weld that
wraps around the
sill and connects with B44. Weld location B5 is the sill top flange to cradle
pad inboard
transverse weld located at the A and B ends at the left and right sides. A
full length of the
weld is inspected including any portion of the weld that wraps around the
corner of the sill
top flange running into the B4 and B8 welds. The B8 weld is the sill top
flange to cradle
pad inboard slot weld located at the A and B ends. The full length of the slot
is inspected.
This particular weld only exists on Gen. I cars built between about 1967-1969
with a
continuous sill top flange and is also not a reportable SSIP value. Weld
location B22
shows rear lug reinforcement to cradle pad welds located at the A and B end
right and left
sides. The outboard termination plus 6" is inspected. Lastly, weld location
B44 shows
inboard termination of longitudinal weld (inside of sill) located at the A and
B end right and
left sides. This weld may be wrapped around the inboard end of the sill and
does not exist
for Gen. I cars. The last 6" of the weld is inspected.
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Figures I OC- I OG depict, in many respects, the general weld locations,
relation to
regulatory requirements, and inspection requirements set forth with respect to
Figures 5C-
5G, above, and the related discussion. The discussion of the related material
is not repeated
herein and the differences therebetween, particularly with respect to Figure
IOC, may be
gleaned from review of the appended figures. In addition, the following draft
sill welds are
inspected in accord with the invention and in accord with Rule 88.8.2. Splice
plates welds
(MSa) and Wing bar welds (MSb) are each inspected in four places per car and
are
inspected along a full length of the welds. Vertical stiffeners are inspected
at (MSc) along a
full length of the weld in two places per car and slot welds (MSd) are
inspected in two
places per carat the termination of the welds. Similar to the description
above with respect
to Figures 5A-5H, there are additional welds which must be inspected inside
the draft sill
pocket. These welds are inspected as described above, and will not be
repeated.
Figure I OH depicts ACF Engineering Project P389R, Z-Section stub sill
modification. Each of the depicted weld inspection locations therein relate to
and satisfy
Rule 88.B.2 inspection requirements. Weld location B231 shows a U-brace-to-
cradlepad
U-shaped weld (top and bottom) located at the A and B ends at the right and
left sides.
Weld B233 shows a U-brace-to-sill vertical weld located at the A and B ends at
the inboard
and outboard left and right positions. Weld location B237 is a transverse
backstop plate-to-
sill and cradle pad weld located at the A and B ends. Weld B239 is a
transverse backstop
plate-to-longitudinalbackstop weld located at the A and B ends at the left and
right sides.
Weld B242 is a mini-bolster-to-padtransverseweld and weld B245 is a mini-
bolster-to-sill
vertical weld, each of these welds being located at the A and B ends. Each of
welds B231
to B245 are inspected along a full length of the weld.
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Figure 101 depicts ACF Engineering Project P470, Load Divider Fix. Weld
location A271 meets HM-201 and SSIP requirements and shows a headpad-to-tank
horizontal weld located at the A and B ends at the left and right sides. A
full length of the
weld is inspected. Weld location A273 also meets HM-201 and SSIP requirements
and
shows a headpad-to-tank vertical weld located at the A and B ends at the left
and right
sides. A full length of the weld is inspected. Weld location C27 1, on the
other hand, meets
Rule 88.B.2 and SSIP requirements and shows an angle-to-sill vertical weld
located at the
A and B ends at the left and right sides. A full length of the weld is
inspected, two welds
per location. Finally, weld location D271 shows an angle-to-pad entire weld
located at the
A and B ends at the left and right sides. A full length of this weld is
inspected to satisfy
HM-201 and SSIP requirements.
Figure I OJ shows a typical ACF 200 jacketed tank car with the jacket removed
for
clarity. In accord with the detailed inspection conducted under step 2008,
areas under the
jacket must be inspected. In tank cars having a fiberglass and fiber frax
insulation system,
it is preferred to cut 10 holes approximately 4"A" in the tank car jacket
using the
dimensions and locations for cutouts # 1-#3 shown in Figure I OJ. The cutouts
are to be
symmetrical on both sides of the tank and the A and B ends. It may be
necessary to make
two additional cutouts at each end of the tank jacket noted as cutout #4,
depending on the
jacket configuration, at the inboard termination point of the stub sill. In
tank cars using
foam insulation systems, using the dimensions provided in Figure I OJ, the
respective
cutouts are to have the following dimensions: cutout fl 1 18"x 12", cutout #2
16"xl 8", cutout
#3 8"x 12", and cutout #4 10"x20". Then, all insulation material is to be
removed from the
cutout area, including any insulation damaged during the cutting process. For
foam
insulation, it may be necessary to remove the insulation by blasting the
exposed area in a
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manner known to those skilled in the art. A rigid rod or other implement is
used to push the
insulation material away from the entire area of the weld to be inspected to
permit
inspection thereof. It is preferred to use a flexible boroscope to inspect the
welds. Cutout
# 1 is used to inspect the A9 welds shown in Figure 1OA. Cutout #2 is used to
inspect the
A 1, A2, A8, B2, B3, and B22 welds shown in Figures 1 OA and I OB. Cutout #3
is used to
inspect the A6 and A8 welds, shown in Figure 1OA. Cutout #4 is used to inspect
B4, B5,
B44, B4, and B8 welds. It may be possible to eliminate cutout #4 entirely
while still
accomplishing the inspection objective for that area by inserting the
boroscope through the
tank jacket flashing material. Following inspection of these welds, the
inspection results
are recorded in a suitable form and any defects are repaired in accord with
accepted criteria.
Following repair, the insulation is replaced. It is preferred to replace all
insulation with 2"
fiber frax (4.5lbs/cf) applied against the tank and an additional 2" of
fiberglass (1 lb/cm)
over the fiber frax. Then, areas of the jacket removed to form the cutout
sections must be
repaired by welding an oversized patch over the cutouts. This patch should
overlap the
cutouts by at least 1/2" on a side beyond the jacket cutout. It is desired
that the patch be
painted using a similar paint type and color to the background so as to
conform and blend
into the original construction of the tank car. This patch must have
rustproofing, preferably
a 2 mil coating, applied to the tank shell side. It is noted that the
dimensions provide in
Figure 1 OJ are approximate and may vary based upon the lot number, customer,
year built,
etc. It is acceptable to alter any dimension in order to achieve a proper
inspection of the
welds.
Figures 1 l A- I I H depict yet another preferred aspect of the invention
wherein the
detailed weld inspection in accord with step 2008 particularly relates to
welds on tank cars
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built using the TY3, 021, 022, and 023 stub sill designs. Trinity Industries,
Inc (TRN) was
the primary builder for these stub sill configurations.
Figure I 1 A shows various pad-to-tank weld locations. Weld location Al
satisfies
inspection requirements under HM-201, SSIP, and Rule 88.B.2. It depicts a
front sill pad-
to-tank transverse weld located at the A and B ends and is inspected along a
full length of
the weld, including a portion around the corner of the pad. Weld location A2
meets HM-
201, SSIP, and 88.B.2 requirements and depicts front sill pad longitudinal
welds located at
the A and B end right and left portions. A full length of the weld to
termination at the
bolster pad is inspected. Weld A3 meets HM-201 requirementsand shows fillet
welds in
the front sill pad-to-tank cutout located at the A and B ends. A full length
of the weld is
inspected. Weld locations A4 meet HM-201 requirements and show cradle pad
longitudinal welds having outboard termination located at the A and B end left
and right
sides. A 6" portion of the weld from termination is inspected. Weld locations
AS meet
HM-201 and show a front sill pad-to-bolsterpad transverse weld located at the
A and B
ends. A full length of these welds is inspected. Weld A6, which does not apply
to general
purpose tank cars, meets HM-201 and 88.B.2 requirements. A6 shows inboard
termination
of cradle pad longitudinal welds at the A and B ends. A last 6" of the
longitudinal portion
of the weld and a full length of a transverse (radial) portion are inspected.
Weld location
A7 inspection meets HM-201 requirements and depict a reinforcing bar to
bolster pad
transverse weld at the A and B ends. A full length of the weld is inspected.
Weld A9
meets HM-201 and shows a bolster pad-to-tank transverse weld. The A9 welds are
found
at the A and B ends at the right and left inboard and outboard positions. A
36" portion of
the weld from the junction with the cradle pad is inspected. Weld location A44
inspection
meets HM-201 and 88.8.2 requirementsand shows termination of re-bar to tank
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longitudinal weld (inside of re-bar). These welds are located at the A and B
end left and
right sides. The last 6" of the weld is inspected, including a portion of
spacer bar to re-bar
longitudinal butt weld. Lastly, weld A66, which does not apply to general
purpose tank
cars, meets HM-20l and 88.B.2 requirements. A66 shows termination of re-bar to
tank
longitudinal welds (inside of re-bar & inboard of bolster) located at the A
and B end left
and right sides. A last 6" of the weld, including a transverse portion of the
weld in re-bar
pad is inspected.
Figure 11 B shows sill-to-pad weld locations. Each of these weld locations
satisfies
Rule 88.B.2 requirements. Weld location B2 shows outboard termination of
longitudinal
weld (outside of sill) located at the A and B ends at the left and right
sides. The last 6" of
the weld to termination is inspected. Weld location B4 is the inboard
termination of the
longitudinal weld (outside of sill) located at the A and B ends at the left
and right sides. A
last 6" of the weld including any portion of the weld that wraps around the
sill and connects
with B44 is inspected. Weld location B22 is the outboard termination of the
longitudinal
weld (inside of sill) located at the A and B ends at the left and right sides.
The last 6" of the
weld is inspected. Weld location B44 shows inboard termination of longitudinal
weld
(inside of sill) located at the A and B end right and left sides. The last 6"
of the weld is
inspected.
Figures 11C-IIG depict, in many respects, the general weld locations, relation
to
regulatory requirements, and inspection requirements set forth with respect to
Figures 5C-
5G, above, and the related discussion. The discussion of the related material
is not repeated
herein and the differences therebetween, particularly with respect to Figure
IOC, may be
gleaned from review of the appended figures. Further, the draft sill and draft
sill pocket
inspection in accord with the invention and in accord with Rule 88.B.2,
including
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inspection of the splice plates welds (MSa), Wing bar welds (MSb), Vertical
stiffeners
(MSc), and slot welds (MSd) are inspected as described with respect to Figures
5A-5H and
will not be repeated.
Figure 11 H depicts headbrace welds for headbrace cars inspected in accord
with
the invention. Each of the weld inspection locations satisfies both SSIP and
Rule 88.B.2
requirements. Weld C1 shows a headbrace-to-sill transverse weld located at the
A and B
ends. A full length of the weld including a portion which curves around the
corner of the
headbrace is inspected. Weld location C2 inspection shows a headbrace-to-sill
longitudinal
weld located at the left and right sides of the A and B ends. A full length of
the weld is
inspected. Welds D 1 and D2 show, respectively, a headbrace-to-padtransverse
weld
located at the A and B ends and a headbrace-to-pad longitudinal weld located
at the left and
right sides of the A and B ends. A full length of these welds is inspected and
the inspection
of the D 1 weld additionally includes corners.
Figures 12A-I2H depict yet another preferred aspect of the invention wherein
the
detailed weld inspection in accord with step 2008 particularly relates to
welds on ZBN stub
sill designed tank cars, primarily manufactured by Union Tank Car Company
(UTC).
Figure 12A shows various pad-to-tank weld locations. Weld location A I
satisfies
inspection requirements under HM-201, SSIP, and Rule 88.B.2. It depicts a
front sill pad-
to-tank transverse weld located at the A and B ends and is inspected along a
full length of
the weld, including a portion around the corner of the pad. Weld location A2
meets HM-
201, SSIP, and 88.B.2 requirements and depicts front sill pad longitudinal
welds located at
the A and B end right and left portions. A full length of the weld to
termination at the
bolster pad is inspected. Weld A3 meets HM-201 requirements and shows fillet
welds in
the front sill pad-to-tank cutout located at the A and B ends. A full length
of the weld is
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inspected. Weld locations A4 meet HM-201 requirements and show cradle pad
longitudinal welds having outboard termination located at the A and B end left
and right
sides. A 6" portion of the weld from termination is inspected. Weld locations
A5 meet
HM-201 and show a front sill pad-to-bolsterpad transverse weld located at the
A and B
ends. A full length of these welds is inspected. Weld location A6 meets HM-201
and
88.B.2 requirements. A6 shows inboard termination of cradle pad longitudinal
welds at
the A and B ends left and right sides. A last 6" of the longitudinal portion
of the weld and
a full length of a transverse portion are inspected. Weld location A8
inspection meets HM-
201 requirements and depict cradle pad-to-tank slot welds at the A and B ends
(between 2
and 16 places per tank car). The last 6" of the weld at each end of the slot
is inspected.
Weld A9 meets HM-201 and shows a bolster pad-to-tank transverse weld. The A9
welds
are found at the A and B ends at the right and left inboard and outboard
positions. A 36"
portion of the weld from the junction with the cradle pad is inspected.
Figures 12B-12G depict, in many respects, the general weld locations, relation
to
regulatory requirements, and inspection requirements set forth with respect to
Figures 1IC-
I I G, above, and the related discussion. Figures 12H similarly depicts the
general weld
locations, relation to regulatory requirements, and inspection requirements
set forth with
respect to Figures 5H, above, and the related discussion.
Although several preferred embodiments of step 2008 have been discussed above,
these examples are non-limiting and merely serve as examples of the different
types of
weld inspections required in the present invention. In other words, there are
other tank car
designs not included herein which would also require development of inspection
procedures and methods in accord with the invention
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Following the above visual inspection, step 2009 is performed. In this step,
it is
determined if the car has an interior heater coil or coils. A tank car
possessing interior
heater coils is depicted in Figure 4B.
Subsequent to this determination, ultrasonic flaw detection on all
circumferential
butt-welds of the tank shell which are two feet from the bottom of the
longitudinal center
line of the car, is carried out in steps 2010 or 2012. As depicted in the
flowchart of Figure
3, manual ultrasonic welding is performed in the event the car has interior
heating coils and
automatic ultrasonic welding is performed in the event the car does not have
interior
heating coils. Although not indicated, manual ultrasonic welding may also be
performed
when the tank car does not have interior heating coils. After ensuring of the
ultrasonic
tester in a manner known to those skilled in the art, the weld and surrounding
areas are
cleaned if necessary to remove, for example, residual commodity, weld
splatter, rust scale,
rust bloom, and surface pitting in excess of about 0.030", to permit accurate
inspection of
the circumferential butt-welds, shown in Figure 13A. It is preferred that, at
a minimum, the
circumferential butt-welds within approximately two feet of each side of the
bottom
longitudinal centerline are inspected using an ultrasonic flaw detecting
device.
Defects, such as but not limited to indications of a weld crack, a weld lack
of
fusion, or a lack of weld penetration, are considered rejectable when the
indication is at or
near the far surface of the weld (e.g., at an end of a weld leg) and the
amplitude of the
indication exceeds approximately 10% of the distance attenuation curve (DAC),
as
understood by those skilled in the art. Such defects occurring in other
positions along the
sound beam are preferably considered unacceptable if the amplitude of the
indication
exceeds approximately 20% of the DAC. An indication producing an amplitude
exceeding
100% of the DAC and a length of the indication is greater than about 0.25
inches, even if it
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is not found to be a weld crack, lack of fusion, and a lack of penetration. It
is preferred that
the location of the indication within the tank car is documented, as well as
the defect type,
weld code, defect length, and repair procedure. A detailed description of
manual and
automatic ultrasonic welding is omitted, as such knowledge is considered to be
within the
ski] I of the art and is not, itself, central to the inventive concepts
expressed herein.
In step 2011, a hydrostatic coil test is performed if the tank car is found to
possess
interior heating coils. First, an in-process air testis performed by applying
threaded
reducers with hose connections and shut valves to the bottom of each coil leg
750,
connecting the air hose to each set of coils to identify each coil leg as the
inlet 760 or outlet
770, as shown in Figure 13B, and using shop air (e.g., about 90 psi) to
pressurize the coils.
Following pressurization, the shut valve 780 is closed and a bubble test may
be performed
or a technician may listen for air leaks in the coils to determine if there
are any leaks. No
leakage is acceptable and any defective coil must be repaired prior to
performing the
hydrostatic test. This test is repeated for each coil leg. Following the air
test, a hydrostatic
test is performed. A hydrostatic test pump with a calibrated pressure gage is
installed and
used to fill the coils with water and facilitate bleeding the air from the
coil system through
an open outlet valve until only water is expelled. After all of the air has
been removed from
the system, the outlet valve is closed and the coils are pressurized to 200
psi. After the
pressure has stabilized at a pressure of about 200 psi, the shut valve is
closed and the pump
disconnected. The coils are then visually inspected for any evidence of
leakage,
particularly in the areas of the pipe clamps 437, coil return bends 432 and
anti-shift
brackets, if present (not shown), as shown in Figure 4B. Additionally, the
pressure should
be maintainable for a minimum of 10 minutes with no drop in pressure over that
time
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period. This test should be repeated for each set of coils. Upon completion of
the test, all
water is removed from the coils.
At the completion of either of steps 2011 or 2012, an ultrasonic examination
of the
tank shell, heads sumps, manways and nozzles of each compartment is carried
out in step
2013. Ultrasonic examination of these elements applies to all tank cars
requiring tank
requalification in accord with the invention and it is additionally
recommended for any tank
cars going on assignment order and/or any tank cars that visually indicate
mechanical or
corrosion damaged. Any ultrasonic testing device may be used so long as it is
capable of
accurately measuring shell thickness to within +/- 0.002 inches (+/- 0.05 mm).
As known
to those skilled in the art, transducers having a piezoelectric crystal are
used to
generate/receive sound waves to/from the test material via a couplant. It is
also desired to
calibrate the ultrasonic testing device using a calibration block made of a
material
acoustically similar to the tested material.
This inspection typically begins with a visual inspection for evidence of
damage
and the inspection is performed after it is confirmed that there is no
evidence of corrosion
damage or mechanical damage. A first type of corrosion damage is general
corrosion
which occurs over a broad area and may include random pits or groups of pits
and varies
extensively in nature. The corrosion is considered to be local corrosion if
the damage is
contained to an area of about 2 square feet or less, wherein the local
corrosion is typically
grouped pitting wherein adjacent pits are separated by a distance of less than
two times
their average diameter, random pitting wherein adjacent pits are separated by
more than
two times their average diameter and do not exceed two pits in any 6-inch by 6-
inch
(152mm x 152mm) area, and grooved corrosion longitudinal to the tank much like
a ring
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around a bathtub. If the damage is in scattered areas, it is preferred that
the measurements
are taken in a number of areas which appear to be the deepest.
It is preferred that the damage type and location be specifically identified
prior to
repair and measurement. If the damage is in the head or shell, the location
should be
documented (i.e., A-end or B-end). First, the location of the damage relative
to the inside or
outside of the tank should be recorded. The type of damage, namely general,
local, or
mechanical should then be indicated as well as the cause of the damage if
determinable,
such as gouges or tool marks for mechanical damage. The clock position of the
damage
should be recorded, wherein the clock position is shown in Figure 14A.
Generally,the
bottom of the tank is considered to include the 5 and 7 o'clock positions and
other clock
positions are considered to be in the top of the tank. If the damage is in the
shell, it is
preferred to record the ring in which the damage is located, wherein the rings
are numbered
sequentially starting with the number one ring at the B-end as shown in Figure
14A. To
provide an indication of the damage location along an axis of the tank car, an
appropriate
reference point, such as the B-end circumferential butt weld, for example, may
be selected
to provide a measure of a linear distance from that reference point. To
properly
characterize the damage, it is also desired to measure and record the longest
cross sectional
distance across the damaged area. For pitting, an approximate concentration of
pits in a
predetermined area, such as a 6" x 6" area, and a depth of the pits may also
be used.
Further, it is desired to measure and enter the smallest reading in the
damaged area prior to
any repair and again after repair. Damage to service openings, such as the
sump(s),
manway(s), pressure plate nozzles, safety valve nozzles, or unloading nozzles,
should also
be defined. For example, if there are multiple openings, the one closest to
the B-end will
conventionally be identified as opening # 1, with other openings receiving
correspondingly
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higher numbers as designators, such as opening #2, as shown in Figure 14A. All
openings
are divided into 2 hemispheres transverse to the horizontal centerline of the
tank; the half
circle closest to the A-end and the half circle closest to the B-end as shown
in Figure 14A,
sectional view A-A. The damage can then be characterized relative to the axial
distance
from the center of the damaged area to the inside of the shell
The service life shell thickness test, itself, should start at the B-end head.
Four
readings should be taken approximately 3 inches from the circumferential weld.
The
readings should be taken at 12 o'clock, 3 o'clock, 6 o'clock and 9 o'clock as
shown in
Figure 14B, and one measurement should be taken in the center of the head. The
same
pattern should be used for the A-end head. For each of the rings, as shown in
Figure 14A,
it is preferred to obtain 4 readings approximately 3 inches from each of the
circumferential
welds bounding the ring at the 12 o'clock, 3 o'clock, 6 o'clock and 9 o'clock
positions.
Thus, each ring will have 8 readings. Stated another way, circumferential
welds disposed
between adjacent rings have 4 readings taken on one side of the weld (i.e.,
displaced 3"
toward the B-end) and 4 readings taken on another side (i.e., displaced 3"
toward the A-
end), as shown in Figure 14C. Shell thickness readings of local openings
should be taken
at two readings on the horizontal centerline of each service equipment
opening. The first
reading should be on the B-end within 3" of the inside shell diameter wherein,
as noted
previously, openings are divided into 2 hemispheres perpendicularto the
horizontal
centerline of the tank; the half circle closest to the A-end and the half
circle closest to the B-
end.. The second reading should be on the A-end within 3" of the inside shell
diameter.
The appropriate opening number and clock positions should be indicated. If
there is
damage in the area where a Service Life Shell thickness measurement is to be
taken, it is
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preferred to take the measurement in an undamaged area as close to the
designated clock
positions as possible.
Following recording of the desired information specifically identifying the
damage
location, the damaged areas should be ground flush prior to taking the
thickness readings,
removing as little of the parent metal as necessary to obtain accurate
readings. Larger areas
of damage preferably have measurements that cover the entire length and width
of the
damaged area. A minimum of 6 readings is desired for a narrow band with a
proportionately increasing number of readings as the area of the damage
increases. Further,
the thinnest measurement in each area should be documented.
Next, in step 2014, a visual inspection of the thermal protection system, tank
head
puncture resistance systems, coupler vertical restraint systems and systems
use to protect
discontinuities (e.g. skid protection and protective housings) is carried out
to ensure their
respective integrity. With respect to the thermal protection system, the
Federal Regulations
mandate such an inspection, but fail to provide a method for carrying out the
inspection. In
accord with the present invention, however, the thermal protection system is
inspected as
follows. To inspect the thermal protection system of tank cars equipped with
spray on
thermal protection and no exterior jacket (i.e. DOT 112T340), the underside,
sides, ends
and top of the tank are to be visually inspected for missing, loose,
blistered, gouged, split,
thinned, or through-thickness cracks in thermal coating. Evidence of any or
all of these
conditions is cause for repair or replacement. Particular attention should be
paid to the tank
shell-to-tank head transition, manway, multi-housing, bottom outlet fittings
(if equipped),
and draft sill areas. Cracking or imperfections in the coating that do not
extend to the
exterior of the tank shell are acceptable. Jacketed tank cars equipped with
foam or cork
insulation are not required to be inspected to this section, as shifting of
these types of
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thermal protection is uncommon. For jacketed tank cars equipped with other
types of
insulation, a small diameter drill bit, preferably less than /" diameter, with
a length not to
exceed the thickness of the thermal protection, preferably 3" long or less, is
used to drill a
single hole in each section of the tank car jacket and on both sides of the
manway (in the
direction of the A- and B-ends) at the 12 o'clock position. This position is
selected since
voids in the thermal protection would most likely be evident at the top of the
tank, the
insulation possibly having settled or shifted toward a bottom of the tank
overtime. At each
drilled hole location, the drill bit is inspected for signs of fiberglass
insulation. If insulation
is present, it will be pulled through the drilled hole or attached to the
drill bit. If no
insulation is present on the drill bit or in the area of the drilled hole, it
is preferred to
remove a 6" by 6" portion of the tank jacket in the area of the drilled hole
after which the
area is inspected for signs of slipped, missing, or wet insulation. All areas
of the jacket that
have been inspected using the drilling operation must be repaired. An
oversized patch with
a rust proof coating applied to the tank shell side may be used for this
purpose. Following
welding of the patch, the patch is preferably painted to blend in with the
original
construction..
Other systems inspected in accord with step 2014 include a visual inspection
of the
tank head puncture resistance system, if the tank car is so equipped. Head
protection is
generally shaped to the contour of the tank head and the thickness is measured
to ensure
that the material thickness is at least 0.5". Tank cars equipped with full
head protection
should have ultrasonic thickness readings taken at the center position and at
the 3, 6, 9, and
12 o'clock positions. Tank cars equipped with half shield protection should
have UT
thickness readings taken at the center position and at the 3, 6, and 9 o'clock
positions.
Holes or physical damage able to compromise the integrity of the head
protection is not
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acceptable. Coupler vertical restraint systems are to be visually inspected to
verify that the
coupler is an E or F Type with a double shelf design in accord with Rules 16,
17, and 18 of
the Field Manual of the AAR Interchange Rules. Protection for bottom
discontinuities
(e.g., skid protection) is provided first, by determining the commodity being
carried in the
tank car. If 49 C.F.R. 172.101 and 173.31 (list of hazardous substances)
list the
commodity being carried, Level A protection is required. Visual verification
of this level
of skid protection is required. Finally, a visual inspection of protective
housings around
the valves mounted to the pressure plate and the accessory plates is required
to ensure the
housings are not missing or damaged.
In step 2015 the safety relief device is removed from the tank car and
visually
inspected for damage in accord with the details provided below. In step 2016,
the device is
tested with air to ensure that it conforms to the hazardous material
specification for start-to-
discharge pressure characteristics.
In general, step 2015 is performed on all cars requiring requalification in
accord
with the invention and with the requirements of 49 C.F.R. 180.509 and
Alternative Tank
Car Qualification Program TCQ-1 Appendix B to DOT-E 12095. Further, it is
preferred to
perform step 2015 on all tank cars that are bad ordered for leaking or through
visual
inspection indicate evidence of leaking on any safety relief device. However,
step 2015, as
described below, shall not be performed on tank cars in chlorine service.
Instead,
inspection and testing of all chlorine service safety relief devices under
steps 2015 and
2016 should be performed in accord with the Chlorine Institute, Inc. Pamphlet
39.
Step 2015 requires inspection of the safety valves, the top guide, valve stem,
o-ring
groove, valve body, valve spring, spring follower, and o-rings. For internal
style valves
the top guide is principally a structural part and there should be no paint on
the guiding
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surfaces of this part. In other words, there should be no paint where the
valve stem enters
the guiding part or between the adjacent surfaces of the top guide and valve
body. The area
of discharge through the top guide should be unobstructed by foreign matter
that would
hinder free flow of discharding fluid. The valve stem's threads should be
clean and lightly
lubricated. If the threads are slightly galled, a thread die should be run
over the affected
area. The entire length of the valve stem should be wire brushed to remove
scale, solidified
product, and other foreign material and inspected for cracks. The stem is also
to be visually
inspected to ensure that it is not bowed and rotated on a flat surface to
inspect for bowing or
out-of-round conditions. If the stem is bowed or out-of-round, it must be
replaced. The 0-
ring retainer's groove for the O-ring must be free of pits, vertical chatter
marks, corrosion,
rust, etc.
Since the O-ring must seal against this surface, any discontinuities in the o-
ring can
cause the valve to leak. If a light sanding with fine emery paper does not
effectively clean
the groove, this part should be discarded, and a new one obtained.
The condition of the valve body is very important to the inspection of the
safety
valves in accord with step 2015, since a good seating surface is necessary to
prevent
leakage. The sealing surface is located at the topside of the valve seat and
must be free
from imperfections. The surface should be cleaned with fine emery paper and
inspected for
flaws, which may be detected tactilely. No machining of this surface is
permitted.
However, the underside surface of the valve body that seals the valve to the
mounting on
the car may be machined, as necessary. Also consult AAR Manual of Standards
and
Recommended Practices, Section C, Part III, Appendix E for the dimensions and
applicable
tolerances. Further, the valve spring is a highly stressed part and,
correspondingly, the
exterior surface must be free of pitting, cracks, and corrosion. The hardness
of the coils
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should be verified by a conventional hardness tested, the measured hardness
not exceeding
Rockwell C 44. The spacing between coils when the valve spring is in the set
position is
also inspected and there must be sufficient deflection left to permit the
valve stem to fully
lift. Between 30% to 40% of the deflection (total spacing between coils in the
free
position) should remain after the valve is at the set or start-to-
discharge(STD) position.
The spring should not be bowed when in the set position. As little as 1/4" of
bowing can
cause the spring to bear on the inner diameter of the spring guide tube. If
any of the above
defects exist, the spring must be replaced. The spring follower is a
structural part that has
guides on its outer edges. To inspect the spring follower, it should be moved
up and down
the length of the spring guide, to check for binding. If it binds in an area,
look for dents or
bent surfaces in the tube. These must be removed, or the valve may be stuck in
the open
position, or be stopped from opening. Finally, the o-rings are "perishable"
parts and should
be replaced with a like o-ring when the valve is retested.
Safety valve bench testing in accord with step 2016 is generally performed in
accord with and in reference to Appendix A of the AAR Tank Car Specification
manual for
the Start to Discharge Pressure (STD), the Vapor Tight Pressure (VTP), and the
tolerances
that apply to these pressures for the valve being tested. The correct
dimensions for the
mountings of all valves are shown in Appendix E of the AAR Manual, noted
above. To
bench test the valve, the safety relief valve must be removed from the tank
car with care
being taken to cover the nozzle opening to avoid introducing contaminants to
the car. The
valve is installed on the test fixture and the drain holes closed with putty,
or similar
material. The valve body is then filled with water and the tester positioned
to observe the
pressure gage and also the bubbling of air in the bowl of the valve body. Air
is introduced
into the test chamber and test chamber air pressure is slowly increased until
the valve's
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STD is reached. Drop the pressure until the leakage stops and go down several
additional
psi. Then slowly increase the pressure. Observe the STD pressure, then bleed
off the
pressure slowly to ascertain the VTP. It is preferred that these steps are
repeated several
more time to ensure that the STD and VTP are consistent on all three occasions
following
initial discharge and fall within the prescribed pressure ranges, as defined
in Figure 15A.
If the STD and VTP do not fall within the prescribed pressure ranges shown in.
the
table of Figure 15A, the spring 1000 of an internal style valve, shown in
Figure 15B, may
be adjusted. Following lubrication of the threads of the valve stem 1010, the
upper 1020
and lower 1030 adjusting nuts are separated. With the valve upside down, the
spring is
compressed to take pressure off the upper adjusting nut 1020, using a manual
or air
operated press. It is preferred to use a tubular fixture that is partially cut
away to press
down on the spring follower, further compressing the spring, since all nickel
bearing
stainless steels have a likelihood of galling and wrenching the adjusting nut
without
relieving the spring's load will frequently result in galled stem threads. The
bottom
adjusting nut 1030 and the spring follower 1040 should be marked and the nut
should be
turned down two turns if the STD value was too high and up two turns if the
STD value
was to low. Then, release the press, tighten down on the bottom lock nut 1030
to lock the
setting and retest the valve for STD and VTP as indicated above to determine
how much
pressure change occurred when the adjusting nut was moved two turns. If the
test results
then fall within the prescribed pressure ranges in Figure 15A, tighten the
upper and lower
adjusting nuts together with 45 15 ft-lbs torque to prevent them from
loosening in service.
If the test results are not within the prescribed pressure ranges, the above
steps are repeated,
altering the amount of turns the adjusting screw is turned, as necessary.
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If the STD and VTP do not fall within the prescribed pressure ranges shown in
the
table of Figure 15A, the valve spring of a top mounted valve may, illustrated
in Figure 15B,
can also be adjusted. Following lubrication of the threads 1050 of the valve
stem, the
locking nut 1060 and the lower adjusting screw 1070 are separated. The
adjusting screw
1070 is then turned two turns down if the STD valve was too high and up two
turns if the
STD valve was to low during the tests. Then the locking nut 1060 is tightened
down onto
the adjusting screw 1070 to lock the setting and the above STD and VTP tests
are
performed to determine how much pressure change occurred when the adjusting
nut was
moved two turns. If the test results are within the prescribed pressure ranges
in Figure 15A,
the locking nut and adjusting screw are tightened with 45 15 ft-lbs torque to
prevent them
from loosening in service. If the test results are not within the prescribed
pressure ranges,
the above steps are repeated, altering the amount of turns the adjusting screw
1070 is
turned, as necessary.
Following bench testing of a combination device, such as a top mounted valve
with
rupture disc, as outlined above, without the rupture disc in place, the
combination device
must also be tested with the disc and disc flange in place. The underside of
the valve body
that is pressed down on the disc must be completely free of imperfections and
if such
imperfections are present, it must be replaced since no re-machining is
permissible to try to
salvage this part. After the disc flange has been thoroughly cleaned, the disc
is inserted into
the cavity of the flange and the valve is slowly lowered into place, ensuring
that the part of
the valve body that fits against the disc is perfectly centered. Care should
be taken to avoid
fracture or damage to the fragile rupture disc. After tightening the flanges
in place and
determining that a gap size between flanges is consistent all around the
flange, the
assembled combination valve is affixed to the test stand. If there is a needle
valve, pipe
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plug, or other type of indicator on the side of the valve closing off a bleed
hole into the
chamber between the disc below and the valve body above, open it to relieve
pressure in
this area. As with the other valves, the pressure is slowly increased in the
test chamber,
however, it is important not to allow the pressure to exceed 60% of the disc's
rating or the
disc may sustain damage by exceeding the yield strength of the material. It is
preferred to
place an approved leak solution over the bleed hole opening or needle valve
outlet and
around the circumference of the flange joint to permit visual indication of
leakage. A
bubble may form initially due to initial upward deformation of the disc and
corresponding
compressing the air in intermediate chamber. There is no leakage if, after a
minute or so,
the bubble size remains constant and no leak at the flange joint is evident.
Air pressure may
then be slowly vented from the test stand and the valve removed.
If, however, the bubble grows in size, a pressure leak into the intermediate
valve
chamber is indicated. The pressure from the test stand must be vented, the
valve removed,
and the bolts holding the valve to the rupture disc unscrewed. The disc should
be inspected
for a little pin hole sized leak in the crown of the disc or where the crown
meets the flat part
of the disc. If the disc does not have a vacuum support and teflon liner,
holding the disc up
to a light may show the presence of a pin hole size leak. The radiused-seating
surface of
the disc should also be inspected for creases or small bumps that could be
leak paths.
Further, the disc flange and mating surface on the underside of the valve body
should be
inspected for any imperfection. If there is any imperfection in the disc, it
cannot be
salvaged and must be replaced.
After testing, the test stand's pressure inlet valve into the test chamber is
closed,
the pressure in the test chamber is relieved, and the valve is removed from
the test fixture.
The valve is then drained, if necessary, cleaned, and tagged to indicate
internal seal material
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to ensure compatibility with assigned car and commodity. The test date
information should
be indicated on the tag.
Regarding safety vents, as shown in Figure 15D, all safety vent components are
inspected for proper working conditions and damaged parts. Any excess
commodity, rust,
or paint that would prevent the proper functioning of the safety vent should
be removed and
the rupture disc 1100 should be visually inspected to determine the
manufacturer's name or
identifying mark and burst pressure in psi. If the rupture disc 1100 is
unmarked, ruptured,
contains an improper disc, or possesses a burst pressure is below tank test
pressure, it
should be replaced.
Regarding the vacuum relief valve inspection, all vacuum relief valve, such as
that
illustrated in Figure 15E, components should be inspected for proper working
conditions
and damaged parts and any excess commodity, rust, or paint that would prevent
the proper
functioning of the vacuum relief valve should be removed. All replacement
pressure seals
1120 shall be from the original equipment manufacturer and must be compatible
with the
commodity in the tank car. The metal to metal seats between the stem 1130 and
valve body
1140 must not be machined or lapped.
Next, in step 2017 it is determined if the car has a lining for the protection
of the
tank shell. In the event that it does, then in step 2018 the ownership of the
liner is
determined. In the event that it is owned by an entity which is different from
the owner of
the car, then at step 2019 the appropriate inspection procedure is obtained
from the
customer who owns the liner and in step 2020 the testing of the liner is
carried out
according to the owner's requirements. On the other hand, if the liner is not
owned by a
separate entity, then at step 2021 the liner is inspected in accord with the
methods provided
below.
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In accord with the lining inspection method herein, there is laid out a
systematic
process to gather and record information suitable for short-term operability
determinations,
such as a pass/fail test, as well as long-term trending and analysis. This is
accomplished,
generally, by correlating observed defects to predetermined models, which are
in turn
correlated to other parameters of interest to determine a lining condition and
to set an
appropriate inspection period for a subsequent lining inspection. Such
correlation is
advantageously effected by means of an indices or matrices setting forth the
relations
between, for example, observed defect conditions on one axis, a parameter of
interest on
another axis, and the condition to be determined within the data field (e.g.,
lining
acceptance/rejection disposition). This data format provides rapid
identification of the
appropriate inspection period or repair indication, but is not limited in
structure or concept
thereto. Examples of preferred matrices are shown in FIGS. 18a and 19. Prior
to execution
of the lining inspection in accord with the invention, a plurality of defect
inspection
categories must be determined and defined. Thus, by way of background and
clarity, a
variety of defect conditions to be inspected will first be discussed. These
defect conditions
include, for example, cracks, blisters, and corrosion. Cracking, as shown for
example in
FIG. 21, is a condition that occurs when there is a break in the lining or
coating surface that
extends to the substrate along at least a portion thereof when view under a
magnification of
less than about 10x. Blistering is illustrated in FIG. 20 and is a defect
peculiar to painted
or coated surfaces and is manifested as groupings of blisters or bubbles under
the surface of
the outer layer of paint or coating. Corrosion, shown in FIG. 22, is generally
a result of
chemical interaction between the lining material, coating material, and/or
substrate with
other chemicals or elements present in the environment, such as the
interaction of carbon
steel, oxygen, and water to generate rust.
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The inspection may also include inspection for dry film thickness (DFT). For a
given application, it is conservatively desired to maintain a minimum dry film
thickness.
The dry film thickness may be inaccurately applied, resulting in thickness
variations, or the
film thickness may be chemically or mechanically abraded over time by various
means.
With such defect conditions in mind, a method of standardizing a test
procedure for
inspecting a vessel adapted to contain commodities can be developed as
depicted in FIG.
16. This method of standardizing a test procedure includes, in step 3000,
defining at least
one defect type to be inspected, such as a crack inspection. Generally, it is
preferred to
select for inspection more than one defect type including, for example,
cracks, blisters, and
corrosion. Subsequently, in step 3100 a plurality of defect severities within
this defect type,
or plurality of defect types, are defined, establishing a scale by which an
observed defect
severity may be measured and, in step 3200, this plurality of defined defect
severities are
generated into a model of each of the defect severities within each defect
type. FIGS. 19-
22 illustrate models of blistering, cracking, and corrosion, respectively.
These models may
be, for example, physical 3-D models, 2-D graphical models, or even electronic
models
compatible for use, for example with image recognition systems or electronic
displays. In a
preferred form, these models are graphical models or 2-D pictures included in
and printed
on a written procedure used by the inspector during inspection of the lining.
Exemplary2-
D graphical models are illustrated in Figures 19-22, illustrating models used
to determine
the degree of blistering, cracking and corrosion.
As shown in FIG. 20, the blistering defect type is divided into five severity
levels
or degrees of size 3800 ranging from Number 10 (no blistering), Number 8
(smallest blister
easily seen by eye), Number 6 (small blistering), Number 4 (medium
blistering), and
Number 2 (large blistering). Although the Number 10 condition is not depicted,
the
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remaining defect severities are represented by reference numerals 3810, 3820,
3830, and
3840, respectively, depicting standardized models for each of these blistering
severities.
These models largely eliminate ambiguity as to how to appropriately
characterize a
particular defect type and severity. Additionally, provision is made for a
frequency
determination to describe the density of the number of blisters formed in a
local area.
Preferred codes are MD (medium dense), M (medium), and F (few), as represented
by
reference numerals 3850, 3860, 3870, respectively, which depict standardized
models for
each of these densities. The F category 3870 represents a situation wherein
the blisters
cover approximately 2.5% of the total area of a section of predetermined size
surrounding
the defect, such as an 8"x8" area. This increases to about 15% blister
coverage for the M
category 3860 and increases still further to about 45% blister coverage of the
total area for
the MD category 3850. This combination of defect size and defect density
permits
inspectors to easily and accurately characterize a defect severity and permits
meaningful
tracking and trending of the monitored condition.
Similarly in accord with the invention, the defect condition of cracking may
be
divided into three categories. Code I represents irregular pattern type
cracking in which the
breaks in the film are in no definite pattern. Code L represents line type
cracking in which
the breaks in the film are generally arranged in parallel lines, usually
horizontally or
vertically over the surface. Code S, the third type, represents Sigmoid type
cracking in
which the breaks in the film form a pattern consisting of curves meeting and
intersecting
usually on a large scale. Varying densities or severities of the Code S
cracking 3900 are
depicted in four categories in FIG. 21, ranging from a Number 8 (reference
numeral 3910),
Number 6 (reference numeral 3920), Number 4 (reference numeral 3930), and
Number 2
(reference numeral 3940).
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FIG. 22 further shows the defect condition of corrosiveness divided into four
categories 4000 including Re 1 (smallest corrosion easily seen by eye), Re2
(small amounts
of corrosion), Re3 (medium amounts of corrosion), and Re4 (large amounts of
corrosion),
respectively represented by reference numerals 4010,4020,4030, and 4040.
It bears emphasis that the 2-D graphical models discussed above with reference
to
Figures 19-22 are merely illustrative of models which may be developed and are
not
limiting to either the number of severities that may be defined for a
particular defect type,
nor are the defect types confined to those depicted.
Step 3300 of the invention includes correlating each of the above noted models
for
one or more selected defect types to a corrosiveness of a transported
commodity to
determine a repair disposition of the lining in relation to the models. FIG.
18a represents,
in a matrix form, this correlation of models for several selected defect types
to a
corrosiveness of a transported commodity to determine a repair disposition of
the lining in
relation to the models. The defect types 3600 are provided at the left side of
the matrix and
are divided into cracks, blisters, and corrosion. These defect types are
further subdivided
into defect conditions or severities 3610 illustrated in Figures 19-22. Along
the top of the
matrix is category "P.P." 3620 for "product purity". Product purity represents
linings for
product purity and is assigned to products which require an exacting degree of
lining
integrity, including commodities such as food grade material and the like,
wherein contact
with the metal of the container can induce contamination and lower or ruin the
commercial
value thereof. Accordingly, in the event that the product is assigned a so-
called P.P. rating,
even the slightest deterioration raises the risk of contamination and the
matrix
correspondingly mandates repair as indicated by "R".
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Commodity corrosiveness is divided into four categories 3630 ranging in
increments of two between a category 6, the most severe corrosiveness, to a
category 2,
which possesses minimal corrosiveness, typically less than 0.0025 thousands of
an inch per
year. In the case of a highly aggressive (viz., corrosive) commodity, such as
hydrochloric
acid (arbitrary assigned a value of 6), the presence of any cracks sufficient
to achieve even
the minimum rating, mandates repair (designated by the letter R) in that
damage to the tank
will occur once the material has passed through the cracks and reached the
underlying
substrate, such as carbon steel. On the other hand, in the case of a less
aggressive material
such as vegetable oil (which is not corrosive to skin for example but which
does in fact
have an interaction with metals) can be assigned a lower value or index such
as 2. Thus, as
shown in FIG. 18a, even though the condition of the liner used in combination
with a
commodity having a commodity corrosiveness rating of 2 may be found to have
deteriorated from the last inspection from a crack rating of 8 (shown as
numeral 3910 in
FIG. 21) to a crack rating of 6 (shown as numeral 3920 in FIG. 21), the need
for repair is
not indicated as being necessary, wherein "A" indicates an accept as is
disposition.
However, if the crack rating had deteriorated to a Number 4 condition, as
shown by
numeral 3930 in FIG. 21, the matrix would indicate repair, "R", was necessary.
In this or a
like manner, therefore, each of a plurality of defect types are correlated to
a corrosiveness
of a transported commodity to determine a repair disposition of the lining in
relation to the
aforementioned models.
In view of the above, the theoretical life of each lining is based on it's use
with an
appropriate commodity. Linings (or coatings) may also be assigned a scaled
value
indicative of the lining's chemical resistance rating, wherein 6 is highly
chemical resistant,
5 is moderately chemical resistant, and so on to 2, which is not chemical
resistant. FIG.
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l8b shows lining operating characteristics for a variety of commonly used
linings. The
estimated life is based on immersion of the lining in the most aggressive
chemicals
considered acceptable for use with the lining and thus represent a lower end
of the life
expectancy. As shown in FIG. 18b, the lining materials may be used for wide
varieties of
commodities, but are generally better suited for particulartypes or families
of commodities
than they are for other types of commodities. For example, (unmodified) high
bake
phenolic (400 F) is resistant against most solvents and concentrated acids,
but is less
suitable for strong alkalis, whereas (modified) high bake phenolic (400 F) has
good
resistance against strong alkalis, but not against strong acids. Similarly,
salt is known to be
very corrosive to steel, but it is not particularly aggressive toward
coatings.
Thus, the life cycle of the lining may vary significantly depending of the
actual
commodity carried. Many cars, in fact, carry commodities that are less
aggressive than the
ones that were carried when the lining was originally applied. Therefore, it
can be assumed
that the theoretical life of the lining can be extended based on use in less
aggressive service.
The life cycle multiplier (LCM) is a factor based on the chemical resistance
rating of the
lining divided by the corrosive rating of the commodity. Similarly, an
"extended" lining
age or cycle (ELC) can be computed by multiplying the theoretical lining age
by the LCM.
Generally, if the LCM is less than unity the lining is considered incompatible
with the
commodity and should be replaced.
Thus, if a commodity with a corrosiveness rating of 6 is paired with an
unsuitable
lining having a chemical resistance rating of 4, the LCM is 0.667. For a
lining with a
normal estimated life of 8 years would be reduced to a life-cycle or ELC of
about 5 years.
If, however, a commodity with a corrosiveness rating of 2 was paired with the
same lining,
the ELC would be about 16 years, based purely upon considerations of chemical
resistance
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and corrosiveness. It is possible for a lining to last even longer.
Realistically, however, the
theoretical life is rarely realized due to the action of numerous other
factors including
mechanical damage, such as but not limited to cracking, denting, abrasion, and
vibration.
FIG. 19 shows the lining conditions at the time of inspection in relation to
both the
ELC and the lining condition. FIG. 19 uses the above models for various defect
types and
defect severities to associate a lining condition to an ELC and to one of a
plurality of
distinct combinations of models of one defect type and severity with models of
another
defect type and severity. In other words, as shown in FIG. 19, the matrix data
fields include
combinations of defect types and severities 3700 and provides, for any pairing
of
commodity and lining, a normalized ELC-based assignment of a lining condition
based on
observed defect data. In one such representative data field 3710, a lining is
rated excellent
if, after completing 50% of its complete extended life cycle, there are no
cracks, no
corrosion, no staining or discoloration. Blisters of a Number 6 size (or
smaller) with a
2.5% density (Few rating) are permitted. Also, a DFT reading of greater than 6
mils is
required. The DFT reading represents, in a preferred aspect, an average of all
of the
readings or an average of all except the lowest and highest readings. Other
data fields are
similarly assigned combinations of defect types and severities representing,
in the
aggregate, and in combination with liner extended life cycle data, distinct
lining conditions.
The above method of standardization provides a method for testing the tank car
lining in accord with 49 C.F.R 180.509. As noted previously, the lining or
coating
installed on the tank car is inspected according an inspection interval, test
technique, and
acceptance criteria established by the owner of the lining or coating.
Prerequisite to any
lining inspection, whether conducted in accord with the method of inspection
in accord
with the invention or in accord with some other method of inspection in
compliance with
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49 C.F.R 180.509, requires first, determining whether or not a particular
tank car
possesses a lining or coating for the protection of the tank shell and second,
the ownership
thereof if the lining inspection is performed by a facility other than the
entity owning the
tank car lining. If the lining is owned by an entity different from the entity
performing the
inspection and the owner has inspection procedures for the performance of the
inspection,
such procedures are obtained from the owner of the lining and the inspection
of the liner is
carried out accord with the owner's requirements in accord with 49 C.F.R
180.509. The
owner may, naturally, opt to adopt or request the inspection to be performed
in accord with
the method provided herein as discussed below.
The test procedure for inspecting a vehicle adapted to transport commodities
in
accord with the invention is depicted in FIG. 17. In step 4100, the tank car
lining is
inspected. Step 4100 may include inspection for staining or discoloration of
the lining or
coated surface. All surfaces are visually inspected for signs of contrast in
color. If such
discoloration is observed, the inspector must use a cleaning solution such as
a solution of
1 % hydrochloric acid diluted in water in combination with a light colored,
preferably white,
cloth to determine whether or not the cloth is itself discolored by the stain.
Step 4100 also includes inspection for any crack, blister, and/or corrosion
conditions on the liner, which are measured, evaluated, and recorded as
described in
subsequent steps.
DFT measurements may be obtained using a calibrated Type 2 magnetic fixed
(constant pressure) probe gauge or like device. Calibration is performed in a
manner
known to those skilled in the art by placing a plastic or non-magnetic metal
shim of a
known thickness(i.e., a calibrated shim such as a shim calibrated and
traceableto the
NIST) closest to the expected or design dry film thickness on a clean metal
surface to
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calibrate the gauge to within +/- 1 mil of the known thickness of the shim. To
measure the
DFT, the gauge probe is placed on the coated surface and a thickness reading
in mils is
obtained and recorded. Starting at one end of the tank car, such at the B end,
and stopping
at the opposite end (i.e., the A end), measurements are taken at a
predetermined plurality of
positions, preferably including at least five measurement positions at each of
the A-end
head and the B-end head and are spaced apart at approximately the 3:00, 6:00,
9:00, and
12:00 o'clock positions as well as the end head center positions. It is also
preferred to
obtain readings at a plurality of equally spaced sections of the tank car
lining (e.g., rings)
between the A-end head and the B-end head, such as the circumferential butt-
welds, at
approximately the 3:00, 6:00, 9:00, and 12:00 o'clock positions.
In step 4200, any crack, blister, and/or corrosion conditions observed on the
liner
during step 410 are compared in step 4200 to the predetermined models, as
noted above,
wherein the predetermined models convey to the user of the procedure a
discrete range of
severity levels of the crack, blister, and/or corrosion conditions. The user
then determines
in step 4300, based on the above comparison, a severity level for the compared
condition(s)
and records, in step 4400, the severity level for the compared condition(s).
This test procedure may further include, in step4500, cross-referencingthe
compared condition severity level with indices indicative of the corrosiveness
of a
commodity to be transported in the tank to determine if lining repair is
required. Thus, one
of an accept or repair disposition may be assigned to the lining in step 4600
if any one of
the indices cracks, blisters, and corrosion conditions exceeds a predetermined
minimum
threshold for a specified commodity corrosiveness. For reasons discussed
above, the
method may also include determining if the commodity has a predetermined
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level and accordingly modifying the repair status to one indicating repair in
the event that
any one of the cracks, blisters and corrosion effects exceeds a minimum value.
The procedure may also advantageously include determining a percentage of
lining
complete extended life cycle in step 4700 for an inspected lining to permit,
in step 4800,
association of the combined defect severity level of a plurality of the
compared conditions
to a discrete lining condition value in accord with the percentage of lining
complete
extended life cycle. In one aspect, this permits, as shown in FIG. 19, an
inspector of a
lining with a known ELC of 46% observing Number 8 cracks, No. 6 blisters with
a 2.5%
density, no corrosion, an average DFT of 9 mils, and total staining of 8
square feet would
assign a condition rating of "fair" because the crack rating exceeds the
tolerance for the
"good" rating. Alternatively, since the age of the liner is known, but the
accuracy of the
ELC calculation itself is an estimated quantity, correlation of the actual
lining condition to
the predicted percentage of completed ELC permits verification of the ELC
calculation. If
the inspection results are, for example, consistently excellent for a
completed ELC of 83%+
for a given commodity/lining combination, the ELC calculation may be revised
to better
comport with observed "real-life" data for the commodity/lining pairing. In
this way, the
collected data permits estimation of the remaining useful life of the liner in
the aggregate
given a statistically sufficient number of data points.
In various aspects of the above invention, the procedure may set forth that
only a
location of the most severe of each of the compared conditions is recorded.
Alternatively,
the procedure may set forth that a location of each of the compared conditions
exceeding a
minimum threshold is recorded. Still further, the procedure may integrate
approximate
total surface areas covered by affected surfaces. The invention requires only
that the liner
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conditions are compared with predetermined models conveying a discrete range
of severity
levels of the defect conditions and a severity level therefor is determined.
It is preferred that the combined defect severity level is a combination of
cracks,
blisters, and corrosion conditions, as well as dry film thickness and
discoloration
conditions. However, if desired, additional factors could be considered and
incorporated
into the matrix or index including, for example, a correlation between the
type or
composition of the lining or coating and the corrosiveness of the commodity to
account for
potential variances in the rate of defect propagation between different
linings used for the
same commodity. In this regard, it is desired not only to obtain information
specific to an
immediate determination of operability over a determined inspection interval,
but to obtain
and record other data points, such as but not limited to lining type and
construction, for
trending purposes. Based on trending analysis of the data so obtained, the
matrix may be
adjusted accordingly in accord with the invention.
Although one preferred aspect of the test procedure for inspecting a vehicle
adapted to transport commodities includes hard-copy graphical models on the
pages of a
procedure used by the inspector, it is within the scope of the present
invention to enter or
convert this data into an electronically readable format and to compile it in
a computer
readable database. Although present implemented with an IBM AS400 Legacy
system, the
invention may be implemented in a variety of computer processor based
platforms and
mediums.
Following the lining inspection in accord with either step 2020 or 2021, a
leakage
pressure test is conducted in step 2022.
For general purpose tank cars, all loading and unloading valves (if so
equipped) on
top of the tank car must be closed. The vacuum relief valve should be
inspected for proper
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operation and seal. If the car is equipped with a bottom outlet valve, the
bottom outlet
valve should be closed and sufficient water (mixed with alcohol to prevent
freezing if
necessary) should be input into the car to cover the bottom outlet valve and
mounting
flange. With the car still under pressure and the bottom outlet valve closed,
the outlet cap
should be removed and checked for leaks at the bottom outlet valve (leaks are
defined as
one-drop or greater forms and flows in 5 minutes). If leaks are found at any
of the bottom
components, the pressure in the car is slowly released by opening the 1" air
inlet valve (if
equipped) at the top fitting location. If leaks are found, the leaks must be
repaired and the
above steps repeated. If no leaks are found, the valve is opened and water
removed.
The manway cover gasket should be inspected for position and condition, and
then
closed and tightened. The car should then be pressured to a maximum of 5 psig
and
maintained at that pressure for 10 minutes. It is permissible to leak test all
fittings at the 5
psig pressure to detect leaks prior to applying the higher pressure of 3 5
psig, discussed
later. Following maintenance of 5 psig for 10 minutes, the car is pressurized
to 35 psig and
held at that pressure for 10 minutes. Bubble leak tests should then be
performed on all
applicable service equipment attachments, including manway/unloading cover,
air inlet
valve, vacuum relief valves, loading/unloadingvalves, safety valve inspection,
safety
vent/rupture disc, thermowell inspection, sample valves, and gaging devices.
With car under the 35 psig pressure and the bottom outlet valve closed, the
outlet
cap is to be removed and the plug checked for stripped threads. The condition
of the outlet
cap gasket should also be checked. If the car is equipped with a flanged
connection on the
bottom outlet adapter, the flange is to be removed and the gasket inspected.
The outlet cap
and plug, or flange and plug, as applicable, is reapplied and the bottom
outlet valve is
slowly opened to check for leaks. If leaks are found at any of the bottom
components, the
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bottom outlet valve is closed and the pressure is slowly released by opening
the 1" air inlet
valve (if equipped) at the top fitting location.. To prevent hydraulic
binding, it may be
necessary to loosen the outlet cap plug to release water in the outlet leg
while closing the
bottom outlet valve. If leaks are found, they must be repaired and the test
repeated. If no
leaks are found, test is complete.
For pressure tank cars, following verification that the pressure plate and all
fittings
have been properly torqued and are in the closed position, 50 psi of air is
applied to the car
either through one of the vapor valves, for cars not in chlorine service, and
through a fourth
angle valve in chlorine service cars following closure of the three remaining
angle valves.
The valve is then closed and the airline disconnected. To test the valve
mounting joints in
the protective housing 4900, all drain holes in the pressure plate are sealed
and clean water
poured into the protective housing 4900 until the top of the nuts securing the
pressure plate
to nozzle and the valve mounting flanges are submerged. Air bubbles should be
dislodged,
if possible, and the water should be monitored for about 5 minutes. If bubbles
are
observed, note should be made of each location and a second 5 minute focused
observation
should be made for each bubble observed. Any evidence of bubble formation,
regardless of
size or quantity, is cause to reject valve 4910 mounting or valve seat joint.
The valve must
be tightened, replaced, or gasket replaced to stop this leak.
If no bubbles are seen then the pressure plate to nozzle joint is tested. A
circular
piece of 1/16", 1/8" or 3/16" closed-cell backing strip, gasket material, or
appropriate
caulking material approximately 103" in length for the 18" manway nozzle and
approximately 109 1/2" in length for the 20" manway nozzle is applied to the
joint. This
should create an open area approximately 1/4" by 1/8". Ensure the gasket is
tight in the
joint and sealed all around the joint, as shown in Figure 23. Alternatively,a
circular gasket
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may be stretched around the outside of the pressure nozzle to create a sealed
area between
the pressure plate and nozzle and the gasket pulled down in a small area
creating an
opening approximately'/4" in length after which a tight gasket seal is
verified. Leak
detection solution is applied to the open area and the sealing gasket and 5
minutes is
allowed to pass, to permit formation of bubbles, before inspection. Inspect
for bubbles
forming at the joint opening and at the top and bottom of the nuts securing
the pressure
plate to nozzle is then performed and any bubble formation or growth at the
joint opening
or at the stud bolts is sign of leakage and is cause for rejection. If leakage
is found, the
protective housing must be drained and the attachment bolts checked for
appropriate
torque. Following correction of any identified deficiencies, the testis
repeated. If no
evidence of leakage is found, the water is drained from the protective housing
and the
service equipment test performed.
The service equipment fittings test includes testing of the manway/unloading
cover
by application of leak detector solution to the gasketed joint between the
manway and the
manway cover and observation for 5 minutes. The air inlet valve is tested by
applying leak
detector solution to each threaded or flanged joint between the accessory
plate and the
valve bodies and attachment hardware. After checking the packing assembly to
the valve
stem and valve bodies, a dummy plug with a 1/16" drilled hole is applied and
the valve
seats are checked by flowing leak detection fluid over the 1/16" hole. The
area should be
observed for 5 minutes. For the vacuum relief valves, leak detector solution
should be
applied to each threaded or flanged joint between the accessory plate and the
vacuum relief
valves. The valve seats may be checked by flowing leak detection fluid over
the vent or
drain ports of the valve and completely covering the sealing surfaces of the
seat. The
CA 02386137 2002-03-28
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vacuum relief valve area should be observed for 5 minutes. The loading and
unloading
valves should be leak tested per the appropriate manufacturer's recommended
procedure.
The safety valve is inspected by applying leak detector solution to the top of
the
safetyvalve. Some valve designs may require removal of the vent stack or
application of
the leak detector solution to the exhaust ports of the safety valve. The
safety valve area
should be observed for 5 minutes. The safety vent/rupture disc is tested by
applying leak
detector solution to each threaded and/or flanged joint between the safety
vent housing and
the mounting nozzle. The disc seat is checked by applying leak detector
solution over the
disc and retainer ring and observing the safety vent area for 5 minutes. The
thermowell is
inspected by loosening the thermowell cap above the 0-ring and applying leak
detector
solution to the joint of the cap to nozzle and to the exhaust ports on the
cap. The
thermowell area should be observed for 5 minutes. Alternatively, a 1/4" pipe
cap can be
loosely applied to the threads and a leak detector solution applied around the
threads at the
cap. Yet another alternative is to apply a dummy thennowell cap with a 1/16"
diameter
hole drilled through the center and exhaust holes closed off tightly to the
threads and apply
leak detector solution over the hole in the cap. Following any of these
options, the area is
observed for 5 minutes.
Sample valves are tested by loosening, but not removing, the 1/4" plugs on any
existing sample lines or gauging device and applying leak detector solution
around the plug
to valve body joint and around the joint of the sample valve to nozzle,
followed by
observation for 5 minutes. Gauging devices of the slip tube type are tested by
applying
leak detector solution to the packing gland nut at the stem and at the body
joints and
observing the packing gland nut areas for 5 minutes. Gauging devices of the
magnetic type
are tested by applying leak detector solution to the joint of the hex bushing
to the gauging
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device body and to the joint between the rod and the hex bushing, followed by
observation
of the packing gland nut areas for 5 minutes.
Following acceptable performance of the service equipment fittings tests, the
car is
placed into the repair process in step 2023 or prepared for shipping. All
loading/unloading
valves are verified closed, closure plugs are removed from the valves that
will be used to
blow down the car, angle valves are opened, and the car is bled down to a
slight positive
pressure. Followingthe bleed down, all angle valves are closed closure plugs
are applied
using a pipe wrench. Compressed air is then used to blow the leak detector
solution from
the valves followed by application of seals and preparation of appropriate
test completion
documentation.
Additional inspections may also be added in accord with the invention to
comply
with Rule 88.B.2 of the Field Manual of the AAR Interchange Rules, as they
relate to tank
cars. An assembled truck, including friction plate 5000 mustache gage 50 10,
friction
casting 5020 and limit of wear indicator groove 5030, and identification
market 5040, is
shown in Figure 24a. For such an assembled truck, the friction shoe wedge rise
may be
measured using an appropriate mustache gage 5010 as shown. If the wedge guide
exceeds
the bolster and side frame clearance limits shown in Figure 24b, then the
trucks must be
disassembled and inspected in accord with the requirements for disassembled
trucks,
provided below. If the trucks are to be disassembled, wear on truck side frame
columns
and bolster gibs must be measured before disassembly and when the wear exceeds
the
limits shown in Figure 24b, they must be repaired. As shown in Figure 24a,
elements are in
working order when the gage contacts point "X", as illustrated. If the gage
does not contact
the bolster at point "X" while resting upon both friction casting shoulders,
repair is
warranted. For typical truck bolsters, as shown in Figure 24c, the truck
bolster is
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inspected for broken, cracked, missing, bent, patched, or incorrect sizing.
The truck bolster
is also inspected for wear or corrosion wherein the section is reduced by 25%,
with the
exception of other wear limits provided herein. With respect to the center
bowl, the
diameters of the body center plate and the truck bolster bowl should be
measured and the
difference in diameter should not exceed 1 3/8". However, the maximum worn
bolster
bowl diameter must not exceed 12 7/8" (for a 12" diameter bowl) or 14 7/8"
(for a 14"
diameter bowl) or 16 7/8" (for a 16" diameter bowl).
Further in accord with Rule 88.B.2, the vertical wear liner is inspected for
loose or
missing pieces, two or more complete vertical cracks in the lining, and any
cracks at the
weld joint between the liner and the rim exceeding 50% of the total length,
the latter
requiring repair under an approved procedure. The horizontal wear liner is
inspected for
failure into two or more pieces or missing pieces. The horizontal shim is
visually inspected
to determine is it is wrong (i.e., not standard to the car) and the depth of
the bolster bowl to
the shim is measured and replaced if the bowl depth is greater than 1 7/16"
(for a nominal
bowl depth of 1 1/8"), 2 1/16" (for a nominal bowl depth of 1 3/4"), and 2
5/16" (for a
nominal bowl depth of 2"). Duringthe measurement, a 1/16" minimum clearance
between
the truck bolster rim and the body center plate must be maintained.
As shown in Figure 24d, the center pin 5050 must be visually inspected to
determine if it is cracked or broken more than %2". It must also be measured
for wear and
the diameter of the pin should not be less than 1 '/2" and should be
substantially straight,
with a bend less than 1/2", as shown in Figure 24d.
Figure 24f shows a typical side frame. The side frame must be inspected to
determine if it is broken, cracked, missing, bent, patched, incorrectly sized
or missing. The
side frame is also inspected for wear or corrosion in excess of 25% in any
section of the
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side frame; except the brake hanger bracket, journal box column guide on which
any
section must not be reduced below 40% of the original section. Further, the
side frames
having "I", "T", or "L" section compression members, as well as frames having
the pattern
numbers listed in Figure 24e, must be inspected and the number of buttons must
match
those within Figure 24e within I for each side frame.
The wear indicator on the face of the friction casing must be inspected.
Castings
for ride control and barber trucks must be replaced when no evidence of the
remaining wear
indicator is visible. National trucks must be replaced when 1116" or less of
the wear
indicator remains. The column guides must be visually inspected to determine
if the
measured wear exceeds the permitted wear shown in Figure 24b. The brake hanger
bracket
is also inspected to determine if it is broken, bent, or worn oblong to a
depth of one-half of
its original diameter or if it is worn oblong so that remaining material is
not less than 60
percent of the original section.
Lastly, for assembled trucks, the truck springs (e.g., coil, elliptic,
snubbers, and
packages) must be visually inspected for broken, missing or incorrectly sized
springs. For
snubbers equipped with sight glasses, the fluid should not be below the level
of the sight
glass. For snubbers not equipped with sight glasses, any evidence of fluid
leakage within
or more than three inches from the snubber should be noted and the side frame
and spring
group thoroughly cleaned. Any evidence of fire or heat damage must also be
noted per
Rule 95. Also, at the time of the above Rule 88.B.2 inspection, all tank cars
equipped with
D-3 truck springs must have double coil side springs and 609-D or appropriate
castings
applied, if not already equipped.
For disassembled trucks, the friction wear pockets must be measured with an
appropriate gage, as shown in Figure 24g. For Barber design bolsters, the gap
should not
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exceed 1/8" and an SK -1698-6 gage is preferred. For Ride Control design
bolsters, the gap
should not exceed 3/16" and an 1-7927-F gage is.preferred. The pedestal thrust
lugs of the
side frames must be measured for lateral wear (not to exceed 1/8") and
longitudinal wear
(gauged to determine if buttons meet AAR standard S-378). The contour of the
pedestal
ceiling must also be measured for wear and must not exceed 1/16" depth using
the ceiling
wear gage described in Rule 48 of the Field Manual of the AAR Interchange
Rules.
Further, the free height of each load carrying spring must be measured to the
limits
provided in the table of Figure 24h.
Further in accord with Rule 88.B.2, the draft systems and components are
inspected, as generally illustrated in Figures 25a-25k. Figures 25a-25g relate
to inspection
of the coupler bodies. For an E-type coupler, shown in Figure 25a, the contour
is
condemned when the measuring gage 5070, such as a 25623-1 gage, can be passed
vertically through the contour in the position shown with points A and C
contacting guard
arm with the knuckle in the pull position, as shown. For an F-type coupler,
shown in
Figure 25a, the contour is condemned when the measuring gage 5080, such as a
47120-2
gage, can be passed vertically through the contour in the position shown with
point A
contacting and substantially engaging the front face with the knuckle in the
pull position, as
shown.
The coupler body is also inspected for cracks, defined as any fracture without
complete separation into parts. Castings with shrinkage cracks or hot tears
that do not
significantly reduce the strength of the member are not considered cracked.
Cracks are not
acceptable when the extend beyond the shaded regions indicated in Figure 25c
by the label
(AA). Cracks are also not acceptable if they extend 2" in length, or multiple
cracks add to
extend more than 2", within a panel 2" wide as indicated by the shaded areas
labeled (BB)
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in Figure 25c. Further, cracks the extend beyond the radius area between the
horn and the
shank as indicated by the shaded area (CC) in Figure 25c, or one or more
cracks extending
2" in length alone or in combination, are additive to such extent if multiple
cracks are
present, within the radius area between the horn and shank as indicated by the
shaded areas
labeled (CC). Also, the coupler bodies illustrated in Figure 25c are inspected
for cracks in
the unshaded areas. The coupler bodies are also inspected for other defects,
such as
sections broken out in any area or bent or misaligned coupler body shanks out
of alignment
with the head by'/a" or more. The coupler body shank is also to be visually
inspected for
wear greater than 3/8" deep in the bottom wall from contact with the coupler
carrier.
As shown in Figure 25d, the guard arm distortion of an F-type coupler is
tested
with a gage 5100, such as a 36527-2A or 36527-3 gage. The gage must seat with
the
knuckle in the locked and pulled position. The minimum vertical clearances
must also be
checked. For an E-type coupler, as shown in Figure 25e, the dimension "A" must
be 7/8"
or as near as practical thereto, but must not be below''/s". For an F-type
coupler, as shown
in Figure 25f, the dimensions "A" and "B" must fall within the values
specified in the table
of Figure 25g.
The knuckles must also be inspected, as shown in Figures 25h-25k. First, the
knuckle must be visually inspected to determine that it is not an E50 type
knuckle. Then,
the contour of the nose of the knuckle is measured. Numeral 5150 of Figure 25h
depicts a
worn knuckle, whereas dashed line 5160 depicts a new knuckle. For E-type
couplers, when
the wear exceeds the limits of gage no. 44057 when passed vertically over the
nose as
shown in Figure 25h, the knuckle is not acceptable. In other words, when the
point "N" can
be passed vertically over one-half or more of nose length with points "0",
"P", and "R"
contacting the nose, the knuckle is condemned. For F-type couplers, numeral
5250 depicts
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a worn knuckle and dashed line 5260 depicts a new knuckle. For F-type
couplers, when the
wear exceeds the limits of gage no. 49822 when touching points "0", "P", and
"R" and the
gage can be passed vertically over one-half or more of the nose without
touching point "N"
as shown in Figure 25i, the knuckle is not acceptable. Additionally, when the
wear of the
F-type coupler exceeds limits of gage no. 44250 (reference numeral 5300) when
touching
points A, B, and C passed vertically over the nose, as shown in Figure 25j,
the gage must
touch or exceed'/4" at point D.
Yokes, shown in Figure 25k, must be visually inspected for missing, bent,
broken,
or cracked portions through the web portion from the rear of the key slot, at
one or both
sides. The yoke strap is inspected for wear more than 25% of its cross-
sectional area.
The bottom rotary lock lift lever or toggle for separate toggle and lock
lifter or
rotary assembly (single or double) are also inspected. These are not
acceptable and must be
scrapped, whether or not defective. The coupler draft key is also inspected
for wear, the
wear not to exceed 5/16" or more at any point. The draft key retainer must be
visually
inspected for non-approved coupler draft key retainers, which must be
scrapped, and for
"T" type retainers having an approved lock and a cotter key applied. Other
miscellaneous
coupler parts, such as the coupler carrier, are also inspected for worn out,
bent, broken,
cracked, or missing parts.
Draft gears are also inspected in accord with Rule 88.B.2 to determine if they
are
cracked, broken, or have split housings. The rear wall is inspected for
bulging, which
should not exceed 3/16". The follower should be visually inspected for broken
or cracked
parts, although small chips are not considered defects. The draft gears are
also visually
inspected for signs of obvious fire damage to the rubber or rubber friction
draft gears, signs
of stuck draft gears, and depressed friction elements movable by hand (except
National
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NC-660 when not compressed). If the draft gears are found only to have broken
or
missing external retaining bolt or rod, it is not considered defective, but
must be replaced
when the draft gear is removed in conjunction with other work. When the draft
gear is
removed in conjunction with other work, defective or missing retaining bolts
or rods should
be replaced. The draft gears should also be visually inspected for broken
shoes, none of
which exist on the follower, are cause for renewal, however, draft gear
removed for cause
other than broken shoes should not be reinstalled if broken shoe is found.
Carriers are visually inspected for cracked, broken or worn portions more than
%i
of the original thickness and followers are visually inspected for broken,
bent %2" or more,
or missing portions and are visually inspected for wear exceeding 1/8" at any
location.
Uncoupling Levers are visually inspect for missing, broken, cracked or bent
portions and are inspected for wear more than V2 of original thickness. The
uncoupling
lever is measured as follows, as shown in Figure. For E-Type couplers, the
clearance
between the uncoupling lever eye and the locklift lever when the coupler is
centered in the
carrier with the coupler knuckle fully closed and in the locked position must
be between '/4"
to ''/z". The measurement between the inside of the locklift lever handle and
the locklift
lever bracket must be between 3 %" and 4 '/a". For F-Type couplers, the
clearance between
the uncoupling lever eye and the rotor eye when the coupler is centered in the
carrier with
the coupler knuckle fully closed and in the locked position must be
between'/4" to %2". The
measurement between the inside of the locklift lever handle and the locklift
lever bracket
must be between 6 '/2" and 7".
Additionally, the coupler height, as measured from the top of the rail to the
vertical
centerline of the coupler knuckle must be at least 32 ''/z" and less than 34
%z".
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Further in accord with Rule 88.8.2, the body center plate and side bearings
are
inspected. For roller side bearings, illustrated in Figure 26a, the side
bearing clearance
must be measured prior to removing the trucks from the car. A step gage or
other suitable
gage or instrument is used to measure the gap between the top of the roller
and the side
bearing. The gap should be between 3/16" and 5/16" as shown in Figure 26a. It
is
acceptable to average two side bearings diagonally at each end of the car. For
constant
contact models, as shown in Figure 26b, the trucks must first be removed and
then the
rockers removed from the side bearing cage. The height between the bottom of
the roller
cage and the side bearing is then measured and it should be between 5" and 5
1/8", as
shown in Figure 26b. It is acceptable to average two side bearings diagonally
at each end of
the car. Following the above measurements, the trucks and rockers, as
applicable, are
replaced. The side bearings are visually inspected for cracked, broken, or
missing portions
and for worn or bent portions exceeding 1/8". The side bearings are checked to
ensure they
are the correct side bearing for the particular car and the side body bearing
is inspected for
wear to determine if the minimum thickness at the centerline of the fastener
is below the
minimum acceptable limit of 5/8" (or 3/8" for cars built prior to 1981 with
flat bearings).
The body center plate is also inspected. Prior to removing the trucks, the
clearance
between the truck bolster rim and the body center plate is measured and must
be at least
1/16". Following removal of the trucks, the diameter of the bolster bowl and
the diameter
of the center plate is measured. The difference between these diameters should
not exceed
1 3/8". For the center plate, the wear limit is one inch less than the
original diameter. In
other words, 11" for an original 12" diameter center plate, 13" for a 14"
diameter center
plate, etc. For the bolster bowl having a nominal depth of 1 1/8", replacement
must be
made when the bowl depth is greater than 1 7/16". Correspondingly, for nominal
bolster
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bowl depths of 1 3/a", replacement must be had if the bowl depth is greater
than 2 1/16" and
for a 2" nominal bolster bowl depth, greater than 2 5/16".
In accord with the above detailed inspections, the results thereof may be
compiled
to permit tracking of the status of each of the vessels, tanks bogies and the
like which are
inspected, over a period of time and further enable a relatively accurate
prediction as to the
status of each unit of a fleet of units. Further, the inspection requirements
in accord with
the above invention offers a means for synchronization of the present varied
inspection
cycles required by the aforementioned regulations with a single comprehensive
inspection
at a set interval. This means for synchronization inheres in the ability to
trend inspection
results to provide assurance of tank car component integrity over longer
inspection cycles.
For example, stub sill inspections will be required on all stub sill designed
tanks every five
years, unless the car owner can demonstrate by DTA (Damage Tolerance Analysis)
or other
statistical performance data, that the design warrants a longer cycle. DTA has
yet to
demonstrate design capability beyond the 5-year minimum requirement. By
rigorously
inspecting the tank cars in accord with the invention, at an up-front cost in
excess of the
immediate benefit received, future costs can be reduced, such as costs
associated with tank
cars "coming off lease" while inactive.
Only several embodiment of the invention are shown to illustrate its
versatility as
shown and described in the present disclosure. It is to be understood that the
methods and
procedures provided herein are capable of implementation in other combinations
and many
variables changed or omitted while still remaining within the scope of the
inventive
concepts expressed herein. Moreover, although illustrative examples of the
method of the
present invention were discussed, the present invention is not limited by the
examples
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provided herein and additional variations of the invention are embraced by the
claims
appended hereto.
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