MSRP-M RP-5503

AAR Manual of Standards and Recommended Practices
04/2008
Locomotives and Locomotive Interchange Equipment
RP-5503 PART 3
Part 3
LOCOMOTIVE FUELING INTERFACE
Recommended Practice
RP-5503
Adopted: 2001
1.0 INTRODUCTION
1.1 Purpose
1.1.1 This recommended practice defines the interface between a fuel provider (either a fixed-
base or a direct truck-to-locomotive (DTL) provider) and a railroad locomotive for the purposes of
transferring fuel and controlling such transfer.
1.1.2 The benefits of the standardized fueling interface described here include the following:
• Reduced risk of fuel spillage through the use of an automatic shutoff sensing system and a
dry-disconnect fuel nozzle and tank receptacle.
• Compatibility among locomotives and fuel sites of different railroads, both for fueling and
for interchangeability of replacement parts.
• Reduced need for operators to supervise locomotive fueling directly by providing a secure
mechanical connection and a reliable high-level shutoff.
1.1.3 In addition, this standardized interface will support operational improvements to fueling in
the following areas:
• maintenance burden
• reliability of operation
• safety of operation
1.1.4 This recommended practice is intended to be used by railroads or fuel suppliers in the spec-
ification of fuel system components for purchase, and by prospective suppliers in qualifying such
equipment for sale. It does not impose specific requirements on railroads or fuel suppliers, except
insofar as the fueling interface is concerned.
1.1.5 This recommended practice contains a minimum set of requirements for the fueling inter-
face, in addition to recommendations and comments that are not binding. The objective of interline
compatibility will not be met unless all users adhere fully to the minimum requirements of the
standard. Users may, if desired, substitute more stringent performance requirements or may
require features not specified here, although the objective of interline compatibility should be
maintained.
1.2 Background
1.2.1 Spillage of locomotive fuel is a major concern for the railroads; it represents a cost to the
railroad industry in terms of the value of the wasted fuel and the probable cost of environmental
treatment.
1.2.2 In 1996, the Association of American Railroads (AAR) assembled a locomotive fueling sys-
tems task force (LFSTF), staffed by representatives from all of the railroad departments involved
with locomotive fueling, to investigate the adoption of a standard means for fueling locomotives
that would reduce or eliminate the possibility of fuel spillage. A secondary objective of the LFSTF
was to determine the role of the fueling interface and on-board fuel quantity measurement in the
overall fuel management efforts of the railroads. This recommended practice is the result of the
work by the LFSTF.
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1.3 Contents
1.3.1 Paragraph 1.0 of this recommended practice contains introductory information.
1.3.2 Paragraph 2.0 contains basic requirements for the locomotive fueling interface.
1.3.3 Paragraph 3.0 contains recommended features of a fuel management system to work with
this interface.
1.3.4 Paragraph 4.0 discusses locomotive fuel tank considerations.
1.3.5 Paragraph 5.0 defines certain testing protocols to be used in verifying compliance with this
recommended practice.
1.4 Documents Cited
The following documents in their identified versions are cited in this recommended practice.
• American Society for Testing and Materials (ASTM) Specification D 975-90, Standard
Specification for Diesel Fuel Oils, 1990.
• Association of American Railroads (AAR) Advanced Train Control System (ATCS) Specifi-
cation 110, Environmental Requirements, Revision 4.0, May, 1995.
• AAR Advanced Train Control System Specification 200, Communications System Architec-
ture, Revision 4.0, May 1995.
• AAR Advanced Train Control System Specification 250, Message Formats, Revision 4.0,
May 1995.
• AAR Manual of Standards and Recommended Practices, Specification M-590, Locomotive
System Integration Architecture Specification, latest version.
• AAR Manual of Standards and Recommended Practices, Section C, Car Construction Fun-
damentals and Details.
• National Fire Protection Association (NFPA) NFPA-70, National Electric Code, 1996 edi-
tion.
• Society of Automotive Engineers (SAE) aerospace recommended practice (ARP) 868A,
Method—Pressure Drop Tests for Fuel System Components, Revised June 20, 1983.
1.5 Definitions (page 1 of 3)
Bore diameter See Nominal bore diameter.
Burst pressure The highest internal pressure to which fueling interface compo-
nents can be subjected without catastrophic structural failure or
free spillage of fuel. External leakage may occur during burst
pressure testing, and the equipment may require repair after such
exposure. See also Operating pressure, Proof pressure, and Surge.
Converter An appliance for adapting a fuel nozzle to an otherwise incompati-
ble fuel tank receptacle.
Direct truck-to- Fueling in which the fuel provider dispatches a highway truck to
locomotive (DTL) meet the locomotive at a prearranged location and load fuel onto
fueling the locomotive. See also Fixed site.
Drive-off protection To prevent or limit spillage of fuel resulting from accidents in
which locomotives leave the fueling stand before the fuel line has
been disconnected from the tank.
Equipped locomotive A locomotive equipped in accordance with this recommended prac-
tice.
Equipped site A fuel site (fixed site or DTL) equipped in accordance with this
recommended practice.
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Fixed site A fueling site, in a train yard or other railroad premises, that loco-
motives must enter in order to take on fuel (see also Direct truck-
to-locomotive (DTL) fueling). The fixed site may or may not be
operated by the same railroad that owns the locomotives being
fueled.
Flow rate The volume of fuel (or other fluid) delivered per unit time (e.g., in
gallons per minute).
Fluid hammer Repeated high-pressure impulses in the fluid inside a pipe net-
work (causing mechanical stress on pipes, joints, and supporting
structures) as a result of excess surge.
Fuel management The process of purchasing and distributing fuel so as to ensure
that sufficient fuel is delivered to locomotives to meet operating
department requirements at least overall cost.
Fuel nozzle A mechanical device that secures the fuel line to the locomotive,
and that may provide fluid controls, seals, poppets, or other fea-
tures.
Fuel provider Any facility, whether or not owned or operated by the railroad that
owns the locomotive, that is to provide fuel for the locomotive sub-
ject to this recommended practice.
Fuel quantity manage- The process of determining how much fuel is on board a locomo-
ment tive at any given time, based on direct measurement, and how
much more fuel is required to meet operating department require-
ments.
Fuel receptacle A mechanical device that fastens to the fuel tank inlet or fill pipe
and allows connection with the fuel nozzle.
Gauging sensor A level sensor that provides a continuous or quasi-continuous
readout of fluid level (height) in a container (see High-level sensor,
Point detection sensor).
High-level sensor A level sensor that indicates when the fluid level has reached an
arbitrary point designated as the maximum set point (see Gaug-
ing sensor, Set point).
Nominal bore diameter The assumed or conventionally agreed inside diameter of a fuel
line or components thereof. Typically expressed as a standard
value (e.g., 3 in.), although the actual inside diameter of the equip-
ment may be greater or less than the nominal value by a small
amount, and the fluid passage may be partially obstructed by pop-
pets, valve gates, or other devices.
Nonpermissive A state of the fueling system in which fuel is not permitted to flow.
Operating pressure The highest internal pressure to which fueling interface compo-
nents are subjected during normal fueling operations, excluding
surges or pressure increases resulting from sudden changes in
flow rate. See also Burst pressure, Proof pressure, and Surge.
Overshoot The amount of fuel delivered to the tank in excess of the set point
amount, resulting from continued fuel flow while the system shuts
down in response to a nonpermissive signal.
Permissive A state of the fueling system in which fuel is permitted to flow.
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Point detection sensor A level sensor that provides a continuous or quasi-continuous
readout of whether or not fluid level (height) in a container is at or
higher than the set point of the sensor (see Gauging sensor, High-
level sensor, Set point).
Proof pressure The highest internal pressure to which fueling interface compo-
nents can be subjected without leakage of fuel or damage to parts.
See also Burst pressure, Operating pressure, and Surge.
Railroad fuel manage- A group within a railroad that is responsible for fuel management
ment office efforts for that railroad.
Reference fuel A fuel corresponding to the definition provided in this recom-
mended practice; used to verify compliance with the requirements
of this recommended practice.
Set point A level or height inside a tank selected to be the maximum level,
above which the automatic shutoff high-level sensor is to generate
a nonpermissive signal.
Specific gravity A nondimensional expression of the density of a fluid. The mass or
weight of a measured volume of fuel (or other liquid) divided by
the mass or weight of the same volume of water.
Surge A transient, localized pressure increase in a pipe network, result-
ing from sudden changes in the network (e.g., fast closing valves).
Ullage The volume of vapor in a closed container above the liquid surface.
Unequipped locomotive A locomotive not equipped in accordance with this recommended
practice.
Unequipped site A fueling site (fixed site or DTL) not equipped in accordance with
this recommended practice.
Wayside At trackside; near the locomotive.
1.6 Acronyms and Abbreviations

Table 1.1 Acronyms and abbreviations
AAR Association of American Railroads
ASTM American Society for Testing and Materials
ATCS Advanced train control system
DTL Direct truck-to-locomotive
gpm Gallons per minute
Hz Hertz
LFSTF Locomotive fueling systems task force
LSI Locomotive system integration
ms Milliseconds
NPT National pipe thread
psi Pounds per square inch
psig Pounds per square inch gauge (above atmospheric)
SAE Society of Automotive Engineers
V Volts
VDC Volts direct current
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1.7 Definition of Reference Fuel

The term reference fuel used in this document shall be understood to mean a fuel corresponding
generally to the specifications of ASTM D975-90 for grade No. 2-D fuel oil.
1.8 Recommendations and Comments
Text set in italic type and preceded by the words recommendation or comment represents nonbind-
ing portions of the recommended practice. Recommendations are not requirements, but are meant
to draw the attention of users of the recommended practice to important considerations in the
design and use of locomotive fueling systems. Comments are meant to explain or provide context
for the binding requirements of the recommended practice.
2.0 BASIC REQUIREMENTS
This section provides the following information:
• a basic system definition for the fueling interface
• system-level requirements for the fueling interface
• component level requirements for the high-level sensor, wayside controller, mechanical
connection, and signal interface
2.1 Basic System Definition
2.1.1 The locomotive fueling system interface (see Fig. 2.1) shall have the following interfaces:
• a separable dry-disconnect interface for transferring fuel
• a separable signal interface for connecting the signal from a high-level sensor on a locomo-
tive with a wayside controller that monitors the fuel loading operation.
MECHANICAL/FLUID INTERFACE:
LOCOMOTIVE FUEL IN FUEL SITE

(Receptacle, Fig. 2.3) (Coupler)
SIGNAL INTERFACE:
PERMISSIVE/NONPERMISSIVE SIGNAL
LOCOMOTIVE FUEL SITE

(Socket, Fig. 2.5) SENSOR POWER (Plug, See Fig. 2.4)
Fig. 2.1 Basic locomotive fueling system interface

2.1.2 The fueling system shall provide overfill protection by interrupting the loading operation
when a sensor in the tank produces a nonpermissive signal or when a failure of an overfill protec-
tion component occurs.
Commentary: The characteristics of equipment (e.g., electrically operated gate valves) used to
interrupt the flow of fuel under control of the signal interface are not covered in this recommended
practice because they are dependent upon the equipment used by the fueling site.
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2.2 System Characteristics

2.2.1 Functional Requirements—System
2.2.1.1 Automatic Shutoff Sensing System
2.2.1.1.1 The fuel delivery system shall incorporate an automatic shutoff sensing system (see
Fig. 2.2) operated by one or more high-level sensors in or on the locomotive tank.
SIGNAL INTERFACE
SIGNAL SOCKET WAYSIDE

PROCESSING (Fig. 2.5) CONTROLLER
PLUG
(Fig. 2.4)
FUEL NOZZLE
RECEPTACLE
FUEL SHUTOFF
HIGH DEVICE
LEVEL
SENSOR MECHANICAL/FLUID INTERFACE
FUEL
LOCOMOTIVE FUEL PROVIDER

Fig. 2.2 Automatic shutoff sensing system diagram
2.2.1.1.2 The automatic shutoff sensing system shall detect, by actual observation (i.e., point
detection or gauging), when the fuel level in the tank has reached an established maximum set
point and shall then trigger the fuel site to stop fueling.
2.2.1.1.3 The automatic shutoff sensing system shall provide a nonpermissive (fueling off) signal
at any time that (1) high (set point) fuel level is detected; (2) no sensor is connected to the wayside
unit; or (3) a fault in the system is detected; and shall provide a permissive (fueling on) signal oth-
erwise.
Commentary: If there is a failure in the automatic shutoff sensing system, then it may not perform
reliably. Preventing fueling in such a case represents a fail-safe measure, and draws the attention of
operators and maintenance personnel to the fault. Fueling can continue via override of the auto-
matic shutoff (see paragraph 2.4.1.4), provided the fault does not mechanically affect the transfer or
safe operator shutoff of fuel.
2.2.1.2 Built-In Test
The fuel delivery system shall have a built-in test feature to confirm automatically, before fueling
begins, the proper operation of the automatic shutoff sensing system.
2.2.1.3 Failures of the Automatic Shutoff Sensing System
All failures of the automatic shutoff sensing system shall leave the fuel delivery system in the non-
permissive state (fuel is shut off).
Recommendation: In order to realize the benefits of a fail-safe shutoff sensor system, railroads
should ensure that all other components of the fuel system not covered by this recommended prac-
tice (e.g., remote control fuel shutoff valve) are selected and installed so as also to be fail safe. A fail-
safe sensor cannot compensate for undesirable failure modes elsewhere in the system.
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2.2.1.4 Drive-Off Protection

Recommendation: In the interests of limiting fuel spillage resulting from drive-off accidents, the
fuel delivery line should be designed with breakaway joints or other features that limit the loss of
fuel resulting from such accidents, and in particular the free flow of fuel from the pump or fuel sup-
ply. The engineering of such features requires consideration of the needs of individual fuel sites and
is beyond the scope of this recommended practice.
2.2.1.5 Compatibility with Existing Fueling Systems
Fueling systems constructed in compliance with this recommended practice (equipped fuel sites)
shall fuel both locomotives equipped in compliance with this recommended practice (equipped loco-
motives) and locomotives not so equipped (unequipped locomotives), with the use of a suitable con-
verter, providing in each case the minimum level of service identified in Table 2.1.
Table 2.1 Fueling interface compatibility
Equipped locomotive Unequipped locomotive
Fueling plus all features Override fueling (using conversion) plus
Equipped fuel site
existing auto shutoff a/
Unequipped fuel site Fueling (using converter) plus existing auto shutoff a/ Not covered by this recommended practice
a/ Wherever possible, the preexisting means of automatic shutoff (e.g., vacuum break) on
unequipped locomotives and waysides should continue to operate.
2.2.2 Performance Requirements—System
2.2.2.1 Maximum Pressure Drop
The maximum pressure drop across the fuel nozzle and fuel receptacle, when interlocked for fuel-
ing, and assuming flow of 600 gpm of reference fuel through a nominal 3-in. bore inlet and outlet
line, shall be no more than 10 psi when measured in accordance with SAE ARP 868.
Commentary: The requirement above is not intended as a mandate for railroads to implement
600-gpm fueling. It is intended merely to ensure that equipment purchased and installed under this
recommended practice will support the eventual objective of 600-gpm fueling and thus not require
premature replacement.
2.2.2.2 Maximum Exit Pressure
The maximum total pressure of fuel flow measured at the exit port of the fuel receptacle, at all
flow rates from zero to maximum flow, shall be no more than 3.25 psig.
Commentary: This requirement is to protect tanks against internal overpressure. Users are
advised that, because the pressure drop of the nozzle and receptacle defined in this recommended
practice is likely to be substantially less than current products, the exit pressure and flow rate will
increase when the new equipment is used unless compensating steps are taken. The nature of these
steps is beyond the scope of this recommended practice, but could include readjustment of pressure
at any point along the fuel supply line from main pump to nozzle, or use of flow- or pressure-regu-
lating or pressure-limiting devices in the fuel line or in the tank itself.
2.2.2.3 Automatic Shutoff Response Time
Recommendation: The time lapse between the posting of a fuel shutoff signal by the controller
(i.e., in response to a nonpermissive signal from the sensor) and the reduction of fuel flow to zero
should be between a minimum of two seconds (to reduce the risk of surge or fluid hammer) and a
maximum meeting the guidelines of paragraph 4.1.2. Meeting this recommendation will require the
proper selection of fuel line shutoff equipment, which is beyond the immediate scope of this recom-
mended practice. This time does not include other system response time requirements in
paragraph 2.3.2.7 and paragraph 2.4.2.1.
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2.2.2.4 Leakage During Fueling

The fuel delivery system shall not leak fuel externally during fueling.
2.2.2.5 Fuel Loss at Disconnect
2.2.2.5.1 No more than 5 cm3 of fuel shall remain on or outside the nozzle and receptacle at each
disconnect.
2.2.2.5.2 The fuel nozzle shall be designed to trap or retain lost fuel and prevent spillage until the
nozzle can be properly cleaned or drained.
2.2.2.6 Fuel Tank Fitting Proof Pressure
Fuel delivery system components to be mounted in or on the fuel tank through penetrations in the
tank wall, except for the fuel receptacle (see paragraph 2.5.3), and for components specifically
designed for pressure relief (e.g., overpressure poppets, freeze plugs), shall sustain a differential
static proof pressure of 25 psi of reference fuel without leakage.
Commentary: This requirement pertains not to the fuel tank itself, but to the fuel tank fittings and
the manner in which they are secured to the tank. In general, the proof pressure cited above will be
well above the rated internal proof pressure of most locomotive fuel tanks.
2.2.2.7 Environmental Design Constraints
Unless otherwise specified, the components of the locomotive fueling system shall meet the
requirements for wayside outdoors equipment in ATCS Specification 110.
2.2.2.8 Recommended Shutoff Device Characteristics
Recommendation: The wayside controller must stop the flow of fuel upon receiving a nonpermis-
sive return from the sensor, typically by operating a shutoff device in the fuel line. The specification
of such devices is a fuel site engineering consideration beyond the scope of this recommended prac-
tice. However, if remote control valves are used, it is recommended that they be of the “pressure
relieving” type. This will prevent possible problems in disengaging the nozzle and receptacle after
fueling when the fuel line is full of fuel.
2.3 Sensor Characteristics
2.3.1 Functional Requirements—Sensor
2.3.1.1 High-Level Detection
2.3.1.1.1 The sensor shall generate a permissive signal at the signal interface whenever the fluid
level is below the high-level set point.
2.3.1.1.2 The sensor shall generate a nonpermissive signal at the signal interface whenever the
fluid level is at or above the high-level set point.
2.3.1.2 Multiple Sensor Configuration
2.3.1.2.1 The sensor shall be designed so that multiple sensors can be interconnected to provide
multiple points of detection within the tank.
2.3.1.2.2 The multiple sensor configuration shall generate a permissive signal at the signal inter-
face whenever the fluid is below the high-level set point of all sensors.
2.3.1.2.3 The multiple sensor configuration shall generate a nonpermissive signal at the signal
interface whenever the fluid is at or above the high-level set point of any one or more of the sen-
sors.
2.3.1.2.4 For further information on the sensor signaling interface, refer to paragraph 2.6.
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2.3.1.3 Sensor Failure Mode

All failures of the high-level sensor shall result in a nonpermissive signal appearing at the signal
interface.
2.3.1.4 Sensor Size
Any portion of the sensor that must fit through the tank wall shall pass through a 1.25-in.-diame-
ter round opening.
Commentary: Because of the wide variation among locomotives in service, no standard means for
mounting the sensor to the tank are specified here. Users of this recommended practice should spec-
ify a mounting method that is consistent with the composition of their fleets, their tank maintenance
practices, and recommendations of suppliers. Examples of possible mounting methods include
threading through a tapped opening drilled in the top sheet of the tank or attachment to a stan-
dardized flange (see paragraph 4.3) attached to the tank.
2.3.1.5 Calibration
2.3.1.5.1 The sensor shall require no calibration during use (e.g., to compensate for age, change in
fuel, temperature, etc.).
2.3.1.5.2 Adjustments required upon installation of new or replacement sensors (e.g., set point
determination) shall be accomplished using common hand tools.
2.3.1.6 Electrical Isolation
Power, sensing, and control circuits of the high-level sensor shall be electrically isolated from the
fuel supply, fuel tank, and chassis of the locomotive.
2.3.2 Performance Requirements—Sensor
2.3.2.1 Operating Limits
The sensor must operate as required at tank-level rates of change corresponding to fueling rates
up to 600 gpm.
2.3.2.2 Repeatability of Automatic Shutoff Set Point
Over a sample of at least 20 consecutive trials, and under quasi-static (quiescent) filling with ref-
erence fuel, the sample standard deviation from the sample average set point of the automatic
shutoff shall be no more than 5 mm.
2.3.2.3 High-Level Sensor Integrity
The high-level sensor shall not give false readings when subjected to the sensor test protocols
listed in paragraph 5.2.
2.3.2.4 Durability of High-Level Sensor
The high-level sensor shall meet the requirements of ATCS Specification 110 for vehicle exterior,
body-mounted components.
2.3.2.5 Reliability
The sensor shall exhibit a mean failure rate of no more than one failure in five years or 50,000
fueling events, whichever is more frequent.
2.3.2.6 Dependence on Fuel Type
The sensor must meet the above performance requirements when operating with reference fuel.
2.3.2.7 Sensor Response Time
The time lapse, measured at the interface connector, between the arrival of fluid level at the sensor
set point and the posting of a nonpermissive signal by the sensor shall not exceed 0.25 seconds.
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2.4 Wayside Controller Characteristics

2.4.1 Functional Requirements—Controller
2.4.1.1 Loading
Whenever a permissive signal is observed from the locomotive high-level sensor, the wayside con-
troller shall signal to allow the delivery of fuel to the locomotive.
2.4.1.2 Erroneous Signals
The wayside controller shall distinguish between valid permissive signals and erroneous signals
arising from failures.
2.4.1.3 Automatic Shutoff
Whenever a nonpermissive signal is observed from the locomotive high-level sensor, the wayside
controller shall signal for the shutoff of the flow of fuel to the locomotive.
2.4.1.4 Override
2.4.1.4.1 The wayside controller shall provide an override capability that requires frequent, peri-
odic, or constant action at the locomotive-to-wayside connection by the operator to continue over-
ride fueling.
2.4.1.4.2 In the event that the operator leaves the locomotive-to-wayside connection during over-
ride fueling for more than 15 seconds, the system shall discontinue fueling.
Commentary: The override feature is intended primarily to permit operators to fuel unequipped
locomotives. It is otherwise not intended for regular or frequent use. The intent of this feature is to
require the operator to remain at the fueling position to supervise the fueling (i.e., to prevent overfill-
ing) while the automatic shutoff is bypassed.
2.4.1.5 Interface to Shutoff Devices
Commentary: The nature of the interface between the wayside controller and the shutoff device
used to halt fuel flow is outside the scope of this recommended practice. Specific interface require-
ments would tend to limit the possible applications of the controller. However, for purposes of guid-
ance, a simple controller interface to a remotely operated valve could be conceived as a dry-contact
normally-open (NO) relay closure operated by the controller, rated at up to 250 VAC and 5 A (resis-
tive load).
2.4.1.6 Start Switch
Recommendation: Each fuel site at which this recommended practice is implemented should have
an operator-accessible “start switch” to activate fueling. This switch, when activated, would allow
the flow of fuel provided that the automatic shutoff indicates a permissive condition. Many fuel
sites will already have a suitable control (e.g., pump power switch).
2.4.1.7 Shutoff Switch
Recommendation: Each fuel site at which this recommended practice is implemented should have
an operator-accessible “stop switch” that can be activated to stop fueling at any time regardless of
the status of the automatic shutoff circuit or the override feature. Many fuel sites will already have
a suitable control (e.g., pump power switch).
2.4.2 Performance Requirements—Controller
2.4.2.1 Response Time
The wayside controller shall generate an output to control the fuel shutoff mechanism within
0.5 seconds of receiving a nonpermissive signal.
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2.4.2.2 Reliability
The wayside controller shall exhibit a mean failure rate of no more than one failure in five years or
50,000 fueling events, whichever is more frequent.
2.4.2.3 Visibility of Displays
Operator indications and displays provided by the wayside controller shall be visible and distin-
guishable in bright direct sunlight.
2.5 Mechanical Interface Characteristics
2.5.1 Fuel Receptacle Geometry and Construction
2.5.1.1 The coupling surfaces of the fuel receptacle shall conform to Fig. 2.3.
NOTE: POPPET MUST SEAL FLUSH 1.537 MIN.

WITH FACE OF RECEPTACLE TO 1.097 MIN.
MINIMIZE FUEL TRAPPING AT
POPPET CLOSURE.
0.694 MIN.
0.375 ± .005
2 × 0.063 ± .005
42° MAX.
Ø4.462 ± .005 Ø3.712 ± .005 Ø4.018 ± .005

Ø2.710 ± .005
Ø5.913 MAX.
Ø3.960 ± .005 Ø3.486 ± .005 45°
45°
45°
32 45°
SEALING
SURFACE
1.275 ± .060
POPPET TRAVEL FROM
SEALING SURFACE
Fig. 2.3 Fuel receptacle mating profile (dimensions in inches)
2.5.1.2 A sealing-type cap shall be provided with each fuel receptacle to keep the mating surfaces
clean and to act as a secondary seal to the poppet in the receptacle.
Commentary: Because of the wide variation among locomotives in service, no standard means for
mounting the fuel receptacle are specified here. Users of this recommended practice should specify a
mounting technique consistent with the composition of their fleets, their tank maintenance prac-
tices, and recommendations from suppliers. Possible mounting methods include attachment to a
4-in. NPT threaded pipe or boss, bolting to a custom flange, or bolting to a standardized flange (see
paragraph 4.3).
2.5.2 Dry Disconnect Connection
Both the fuel nozzle and the fuel receptacle shall be sealed (e.g., with poppet valves) such that no
fuel can flow from either except while it is engaged and opened for fueling.
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2.5.3 Proof Pressure

2.5.3.1 The seal between the nozzle and the fuel receptacle, when the two are connected for fuel-
ing, shall withstand an internal proof pressure of up to 50 psi at the plane of coupling without
leakage of fluid.
2.5.3.2 The fuel nozzle, when closed and not mated to the receptacle, shall withstand an internal
proof pressure of 240 psi without leakage of fluid.
2.5.4 Burst Pressure
2.5.4.1 The fuel receptacle, with or without the cap installed, shall withstand an internal burst
pressure of 75 psi.
2.5.4.2 The fuel nozzle, when closed and not connected to a receptacle, shall withstand an inter-
nal burst pressure of 360 psi.
2.5.5 Flow Controls
Recommendation: The fuel nozzle, once properly engaged and interlocked, should require no oper-
ator attention (e.g., holding of triggers or levers) during routine fueling. This does not apply to over-
ride fueling (see paragraph 2.4.1.4).
2.6 Signal Interface Characteristics
2.6.1 Transmission Medium
The fuel delivery system shall incorporate a signal interface, in the form of a multi-pin electrical
connector constructed in accordance with this recommended practice, to pass signals and power
between the high-level sensor on the locomotive and the automatic shutoff equipment located at
the fueling site.
2.6.2 Connector and Socket Construction
2.6.2.1 The signal interface connector plug shall be constructed in accordance with Fig. 2.4.
EIGHT HOLES ON B
Ø 1.375 ± .005 B.C. 15°
TWO HOLES ON 0.06 ± .01 × 45° CHAMFER
Ø 0.663 ± .005 B.C. BAYONET PIN
SEE DETAIL A PLUG
Ø 0.310 ± .010
7
Ø2.790 ± .005
Ø2.058 ± .005
Ø 3.88 ± .01
6 8
9 PLUG INSERT
5
(INSULATOR)
15° 10 1
4
3 2
SPRING LOADED
PLUG PIN
45° 22° 30' BAYONET PIN
4 PL 2 PL 0.421 ± .010
90°
0.781 ± .010
0.150 ± .005
B SECTION BB
Ø 0.188 +.000
.005
DETAIL A
Fig. 2.4 Signal interface plug
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2.6.2.2 The signal interface connector socket shall be constructed in accordance with Fig. 2.5.
1.032 ± .005
0.213 ± .010
R .030 ± .010 SOCKET
A
0.365 ± .010 0.025 ± .005
× 45° CHAMFER
30°
0.219 ± .005 R.22 ± .01
15°, 4 SLOTS
0.219 ± .005 SOCKET PIN
Ø2.100 ± .005
Ø2.687 ± .26
Ø2.750 ± .005
Ø.310 ± .010 7
8 6
9
1 10 5
R1.188 ± .005 4 SOCKET INSERT
0.219 ± .005 2 3 (INSULATOR)
22° 30" 4°
0.063 ± .005 2 PL 0.030 ± .005
× 45° CHAMFER
VIEW WITHOUT SOCKET INSERT 45°
4 PL
A EIGHT HOLES ON Ø 1.375 ± .005 B.C.

TWO HOLES ON Ø 0.563 ± .005 B.C.
Fig. 2.5 Signal interface socket
2.6.2.3 The signal interface connector plug and socket shall have permanent orientation marks
located so that they are visible topmost when the plug is held at the correct angle for connection to
the socket.
Commentary: The design for the signal interface connector plug (at cable end) and socket (on loco-
motive) is derived from American Petroleum Institute (API) Recommended Practice 1004, “Bottom
Loading and Vapor Recovery for MC-306 Tank Vehicles.” The two principal deviations include the
number of signal pins and the number and position of J-pins (or bayonet pins). This equipment
should be available from manufacturers who supply the petroleum tanker truck industry.
2.6.3 Pin Assignments
The pinout assignments for the signal interface shall be in accordance with Table 2.2.
Table 2.2 Signal interface pin assignment
Pin Assignment
1 (Reserved for railroad application)
4 Pulse train signal to sensor
6 Pulse train signal from sensor
7 (Reserved for railroad application: fuel tank
overpressure sensor)
8 Power for sensor (+VDC)
9 Auxiliary (chassis) ground
10 Signal ground and power return
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2.6.4 Sensor Power

2.6.4.1 The wayside controller shall provide power for the sensor on pin 8 of the signal interface
connector.
2.6.4.2 The sensor shall operate correctly at supply voltages (Vs) between 8.3 VDC and 25 VDC.
The controller shall provide a supply voltage within this range.
2.6.4.3 The sensor shall draw no more than 12 mA current from the controller supply. In multiple
sensor configurations in which all sensors are to be connected to a single controller simultaneously,
the sensors shall collectively draw no more than 12 mA current from the controller supply.
2.6.4.4 The controller shall support current draw by sensors of up to 12 mA total at any valid sup-
ply voltage.
2.6.5 Controller Output Signal
The wayside controller shall provide an input signal to the sensor corresponding to Fig. 2.6a.
t3
OUTPUT FROM
t1 CONTROLLER
(a) V1 V3
TIME
OUTPUT FROM
t2 SENSOR
(b) V2 V4
t4 TIME
Minimum Maximum
Vs Sensor supply voltage (VDC) 8.3 25
V1 input pulse amplitude (VDC) 3.8 Vs
V2 output pulse amplitude gain Vs minus 3.0 Vs
V3 input idle voltage (noise) zero 0.5
V4 output idle voltage (noise) zero 0.5
t1 input pulse width (ms) 0.2 0.5
t2 output pulse width (ms) 0.8 2.5
t3 input pulse interval (ms) 10 200
t4 output pulse sync delay (ms) zero 1
Fig. 2.6 Sensor input signal
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2.6.6 Permissive Signal

2.6.6.1 The sensor shall, upon receiving an appropriate input signal while high fluid level is not
detected, generate a response signal corresponding to Fig. 2.6b.
2.6.6.2 “Appropriate input signals” shall be considered to include signals conforming to Fig. 2.6a
(output of controller) as well as Fig. 2.6b (output of another sensor, as for instance in multi-sensor
operation).
2.6.6.3 The wayside controller shall analyze the signal received from the sensor in response to
stimulus and shall identify it as a permissive signal if it falls within the limits described in
Fig. 2.6b.
2.6.7 Nonpermissive Signal
2.6.7.1 The sensor shall, upon receiving the input signal and detecting high fluid level, generate
no signal (i.e., a signal that does not exceed the signal floor voltage of 0.2 VDC, 0 V nominal).
2.6.7.2 The wayside controller shall analyze the signal received from the sensor in response to
stimulus and shall identify it as a nonpermissive signal if it falls outside the limits described in
Fig. 2.6.
2.6.8 Controller Design Techniques
Commentary: The following paragraphs provide design guidance to help designers interpret the
intent of the permissive signaling scheme used in this recommended practice. This recommended
practice requires the point-level sensor to return a signal to the controller that is different from the
signal it receives; in this way, the controller can determine whether its output signal has actually
passed through a sensor or has simply been short-circuited back to its input. The signals allow for
discrimination by either or both of two techniques—amplitude discrimination and pulse width dis-
crimination.
2.6.8.1 Amplitude Discrimination Techniques
To design a controller based on amplitude discrimination, a designer would choose a relatively low
output pulse height (voltage) from the controller to the sensor and choose as high a supply voltage as
needed to achieve reliable discrimination. For example, if the controller output to the sensor is at the
minimum 3.8 VDC and the supply voltage is at the minimum 8.3 VDC, the returning pulse from the
sensor will be at least 5.3 VDC (8.3 minus 3.0), which should be easily distinguishable from the
original pulse at 3.8 VDC.
2.6.8.2 Pulse Width Discrimination Techniques
To design a controller based on pulse width discrimination, a designer would choose a relatively
narrow output pulse width from the controller to the sensor (within the range defined above, for
example 0.2 ms). The width of the returning pulses from the sensor (e.g., 0.8 ms) can be measured
and compared to the output pulses; the two distinct ranges for input and output pulses allow for
easy and reliable discrimination.
2.6.9 Independence of High-Level Shutoff
Recommendation: The high-level shutoff should operate independently of, and in the absence of,
any other fuel-related locomotive systems (e.g., fuel management systems).
2.6.10 Electrical Isolation
The signal interface shall be electrically isolated from the fuel supply, fuel tank, and chassis of the
locomotive.
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2.6.11 Signaling Interface Electrical Standards

2.6.11.1 The high-level sensor and all associated equipment to be installed in or on the locomo-
tive fuel tank shall have third-party certification of intrinsic safety in Class I, Division 1, Group D
hazardous environments as defined in the National Electric Code (NFPA 70).
2.6.11.2 The outputs of the controller to the sensor shall have third-party certification of intrinsic
safety in Class I, Division 1, Group D hazardous environments as defined in the National Electric
Code (NFPA 70)
2.6.12 Lightning Protection
Recommendation: Because locomotives are vulnerable to lightning strikes, suppliers and install-
ers of equipment to be delivered under this recommended practice are advised that the equipment
and installations should be adequately protected against damage and safety hazards in case of
lightning strike.
2.6.13 Use of Locomotive Power Supply
Recommendation: In general, locomotive fueling equipment covered by this recommended prac-
tice should not rely upon the locomotive’s direct current power supply. If this power supply is to be
used, however, designers are cautioned that the high and variable load on these power supplies cre-
ates a high degree of noise and fluctuation. Adequate protection circuitry must be included to pro-
tect the fueling equipment from damage and to ensure its proper function. Also, use of locomotive
power will complicate the installation of fueling interface equipment and should be carefully negoti-
ated.
2.7 Support Requirements
2.7.1 Maintenance
2.7.1.1 The components of the locomotive fueling system shall be designed to permit an operator
to perform routine maintenance with minimal training.
2.7.1.2 The fuel delivery system shall require no periodic maintenance except for renewal of
seals.
2.7.1.3 Any seals (e.g., O-rings) used to seal the connection between the fuel nozzle and the tank
fitting shall be easily replaceable by one person, with minimal training, using only common hand
tools.
2.7.1.4 The fuel delivery system shall be modular in construction to permit removal and replace-
ment of defective units by railroad personnel using only common hand tools.
2.7.2 Retrofit
2.7.2.1 The fuel delivery system shall be compatible with all standard nonpressurized locomotive
fuel tanks currently in use by North American railroads.
2.7.2.2 Locomotive fuel receptacle retrofit shall require no more than 1 hour of railroad staff time
per fuel receptacle.
2.7.2.3 The required personnel, skill level, tools, and equipment required for retrofit of tanks
shall be consistent with those available at the railroads’ 92-day inspection facilities.
2.7.2.4 Retrofit of wayside facilities and DTL vehicles with the minimum equipment prescribed
by this recommended practice shall require a minimum of labor.
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2.7.3 Clearance Limitations for Retrofitted Components

2.7.3.1 All portions of all components installed on the locomotive shall fit within the maximum
width limitation defined by AAR Manual of Standards and Recommended Practices, Section C,
Standard S-2028, Plate C.
2.7.3.2 When the distance between the locomotive’s truck centers exceeds 46 ft 3 in., the maxi-
mum width of the locomotive at the midpoint between the truck centers must be reduced in accor-
dance with the requirements of AAR Manual of Standards and Recommended Practices, Section C,
Standard S-2029, Plate C-1, and the maximum width at any other point along the length of the
locomotive is defined by AAR Manual of Standards and Recommended Practices, Section C, Stan-
dard S-2030, Plate D.
Note: AAR Plates C, C-1, and D also appear in The Official Railway Equipment Register.
Commentary: The maximum width of a locomotive or rail car is defined in the Official Railway
Equipment Register in terms of the distance between the centers of its trucks. The longer the truck
center distance, the narrower the maximum width (to permit clearance around curves).
2.8 Fuel Nozzle Clearance
The fuel nozzle, including attached handles, levers, and similar features, shall not exceed a
5.25-in. radius around the centerline of the fuel receptacle, within 6 in. of the nozzle-sealing sur-
face.
2.9 Human Factors Design
2.9.1 Weight of Fuel Nozzle
2.9.1.1 The total lifting weight of the fuel nozzle, including all parts but excluding fuel and fuel
line, shall be not more than 10 lb.
2.9.1.2 The assembly must meet this requirement without the use of booms or counterweights.
2.9.2 Operation of Fuel Nozzle
2.9.2.1 The fuel line shall attach to the locomotive fuel receptacle using a nozzle constructed in
compliance with this recommended practice.
2.9.2.2 The nozzle shall be attached by pushing straight onto the fuel receptacle and shall be
secured by cams that engage the fuel receptacle contour. The cams shall be retained in a locked on
position by positive means that will provide adequate structural integrity to withstand burst pres-
sure as defined in paragraph 2.5.4.
2.9.2.3 There shall be no preferred axial orientation for attachment of the nozzle to the fuel
receptacle.
2.9.2.4 The nozzle shall be designed such that it can be connected to the tank fitting by one per-
son with gloved hands.
2.9.2.5 The nozzle and fuel receptacle shall be mechanically interlocked such that fuel cannot be
made to flow while the nozzle and inlet are not engaged, and the nozzle cannot be detached from
the receptacle when it is in the open and ready-to-fuel condition.
2.9.2.6 The operation of the fuel nozzle shall require no awkward finger, hand, or wrist postures.
The fuel nozzle shall have no pinch points.
2.9.2.7 The fuel nozzle shall provide tactile or visual indication that it has been properly attached
or removed.
2.9.2.8 The locomotive fueling system shall be designed for operation by both right- and left-
handed people.
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3.0 FUEL QUANTITY MANAGEMENT (OPTIONAL)

Commentary: This recommended practice provides for the optional transfer of fuel management
information between locomotive and wayside. This section contains guidance about how this trans-
fer can be accomplished consistent with other locomotive communications systems and standards,
should the user elect to exercise this option.
This section presents recommended features of a fuel quantity management system based on the
standard fueling interface described above (see Fig. 3.1) and in the AAR locomotive system inte-
gration (LSI) specifications. The fuel quantity management system should be designed to provide
the capability to accurately monitor the quantity of fuel in a locomotive tank in near real time. The
fuel quantity measurement may be used to display status to the locomotive engineer or to fill the
tank automatically to a predetermined quantity.
LOCOMOTIVE FUEL PROVIDER
AEI DYNAMIC TAG

AEI DYNAMIC TAG READER
LSI INTEGRAL WAYSIDE FUELING

FUEL TANK CONTROLLER
LOCOMOTIVE MONITOR
COMPUTER
LOCOMOTIVE
FUELING SYSTEM
SIGNAL INTERFACE
ATCS BASE
ATCS DATA RADIO STATION & SPEC
200 NETWORK
RAILROAD FUEL
MANAGEMENT
OFFICE
RAILROAD-SPECIFIC RAILROAD-SPECIFIC
WIRELESS WIRELESS
COMMUNICATIONS NETWORK
Fig. 3.1 Signal interface options

The fuel quantity management system may be integrated into the LSI integral locomotive com-
puter or implemented as a stand-alone unit. The fuel quantity calculations should be performed as
described in the LSI specifications. The information internal to the locomotive should be formatted
and distributed as defined in the LSI communications specifications. Information exchanged
between the locomotive and wayside may be formatted and distributed as defined in the Automatic
Equipment Identification (AEI) specifications, ATCS Specification 200 and 250, or in a railroad-
defined wireless protocol.
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3.1 Signal Interfaces

3.1.1 Locomotive <––> Fueling Site
The fuel quantity management system may use any combination of the following three methods
for exchanging information between the locomotive and the fueling site when the locomotive is
stopped at the fueling facility:
3.1.1.1 Option 1
Use of pins 1, 2, 3, and 5 (plus signal ground) on the fueling system signal interface connector to
provide an electrical interface for carrying serial data using the electrical characteristics and mes-
sage format defined in AAR LSI communications specification. Option 1 may also be used for
direct truck-to-locomotive (DTL) operations.
Commentary: The ability of the signal interface pins to carry serial data reliably has not yet been
evaluated.
3.1.1.2 Option 2
Use of the automatic equipment identification (AEI) dynamic tag for transmitting dynamic data
fields defined in AEI unit messages.
3.1.1.3 Option 3
Use of the advanced train control systems (ATCS) radio data link as described in ATCS Specifica-
tion 200.
3.1.2 Fueling Site <––> Railroad Fuel Management Office
Fuel management information may be exchanged between the fueling site and the railroad fuel
management office using either of the following two methods:
3.1.2.1 Option 1
Railroad-specific electronic data transfer via internal or external wide-area networks.
3.1.2.2 Option 2
Use of an ATCS Specification 200 data network using Specification 250 message formats.
3.1.3 Locomotive <––> Railroad Fuel Management Office
The locomotive may exchange fuel quantity information with the fuel management office using
either of the following two methods:
3.1.3.1 Option 1
Railroad-specific wireless data transfer using a combination of wireless and wide-area-network
technologies.
3.1.3.2 Option 2
Use of an ATCS Specification 200 data network using Specification 250 message formats.
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3.2 Information Exchange

The data flows and messages definitions contained in this section are based on the assumption
that the quantity-based, automatic shutoff logic will reside in the wayside controller. The fuel
management office or the operator will provide the desired shutoff fuel quantity to the wayside
controller. The locomotive will transmit the desired fuel quantity or level to the wayside controller
via any of the optional communications interfaces. The wayside controller will contain the logic
that compares the desired limit with the actual fuel quantity in the tank and will determine when
to generate a nonpermissive signal to the shutoff device.
3.2.1 Automated Fueling to a Predetermined Quantity
The following messages will need to be transmitted between the locomotive, the fueling site, and
the railroad fuel management office to provide an automated short fueling capability.
3.2.1.1 Fuel Quantity Message
The locomotive should send messages to the fuel provider periodically during fueling indicating
the quantity of fuel in the tank based on direct measurement.
3.2.1.2 Fuel Quantity Requested Message
The railroad fuel management office should send a message to the fuel provider as required identi-
fying the locomotive, quantity of fuel, and approximate date and time of requested fueling.
3.2.2 Automated Fuel Delivery Monitoring
The locomotive and fuel provider should send the following messages to the fuel management
office after completion of a fueling operation to provide an audit function:
3.2.2.1 Fuel Quantity Delivered Message
The fuel provider should send a message to the railroad fuel management office identifying the
quantity, time, date, and locomotive identification for each fueling event.
3.2.2.2 Fuel Taken On Message
The locomotive should send a message to the railroad fuel management office identifying the time,
date, and amount of fuel taken on at each fueling event.
3.2.3 Automated Fuel Quantity Monitoring
The locomotive should periodically send the following message to the fuel management office to
provide an automated fuel quantity monitoring process:
3.2.3.1 Fuel Remaining Message
The locomotive should send messages periodically or on demand to the railroad fuel management
office identifying the amount of fuel remaining on the locomotive at a specific date and time.
Commentary: The specific formats for each of the messages defined above must be developed in
conjunction with the ATCS, LSI, and AEI specification configuration management activities.
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4.0 LOCOMOTIVE FUEL TANK CONSIDERATIONS

This section presents information on requirements of the locomotive fueling system associated
with locomotive fuel tanks.
4.1 Maximum Fuel Level
4.1.1 Minimum Ullage Space
The fueling system shall be designed to leave a minimum ullage in the locomotive tank of 200 gal,
or 4% of total tank capacity, whichever is smaller.
4.1.2 Maximum Overshoot
The fueling system shall be designed to have an overshoot not to exceed 50 gal above the set point.
4.2 Required Sight Glass Features
Recommendation: Sight glasses on all future locomotive fuel tanks should be
• quantitatively calibrated;
• calibrated to absolute tank volume;
• designed for periodic cleaning using a simple brush;
• easily accessed from the top for cleaning with a minimal potential for spilling fuel;
• easily readable under all expected lighting conditions.
The AAR will develop a sight glass performance specification for locomotive fuel tanks that will
become an integral part of this recommended practice, eventually replacing the provisions of this
section.
4.3 Recommended Tank Mounting Methods
Recommendation: There is obvious benefit in standardizing the mounting of various accessories
that must be attached to locomotive tanks. It is recommended that tanks use the 3-in. flange design
illustrated in Fig. 4.1 for mounting fuel receptacles, high-level sensors, tank vents, and other acces-
sories that require tank penetration. Tanks in service now should be retrofitted with this flange
wherever practical to do so.
FLANGE TANK DRILL PATTERN

4.875 IN.
6.0 IN.
4.875 IN.
Ø3.00 IN.
MAXIMUM Ø3.00 IN.
CUT OUT MAXIMUM
CUT OUT
0.4375 IN. 0.50 IN.

EIGHT PLACES MAX.
DRILLED AND TAPPED
EIGHT PLACES FOR 8 " 16
3
Fig. 4.1 Standard flange and tank drill pattern for fuel tank fittings
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5.0 TEST AND EVALUATION REQUIREMENTS

5.1 Test Program
Users of this recommended practice should conduct, or require the manufacturer to conduct, test-
ing to ensure that equipment proposed or delivered for use will meet minimum requirements.
5.1.1 Qualification Testing
5.1.1.1 Qualification testing is conducted by a potential supplier of goods to ensure that the goods
qualify for consideration under this recommended practice. Such equipment must be subjected to
testing to ensure that it meets all applicable requirements of this recommended practice. The
qualification test program must be completed before the delivery of any production goods, unless
otherwise authorized by a user.
5.1.1.2 Upon presentation of evidence of successful completion of qualification testing (e.g., in
test reports), the equipment may be considered qualified under this recommended practice. Manu-
facturers may cite this qualification in offering such equipment to the railroads as a means to
reduce the buyer's technical risk.
5.1.2 Evaluation Testing
At each user's option, before contracting to purchase fueling system interface components, and
after an evaluation of the proposed supplier's capabilities, evaluation goods may be accepted by the
user for field evaluation provided the supplier has demonstrated the capability of the goods by con-
ducting the appropriate tests described in this section.
5.1.3 Acceptance Testing
Acceptance testing is conducted by a supplier of goods to ensure that the specific articles to be
delivered under specific contracts meet the requirements of this recommended practice before the
equipment is accepted in fulfillment of the contracts. In most cases, the acceptance testing need
not duplicate qualification testing in full, but may involve subsets or abridgments of qualification
test procedures. Equipment that does not pass acceptance testing is subject to refusal by the buyer.
5.2 Qualification Tests for High-Level Sensor
The following tests shall be conducted on representative production articles. Each article under
test (i.e., each sensor) shall undergo each of these tests in the sequence listed below.
5.2.1 Fouling/Varnish Test
5.2.1.1 Lengthy exposure of the high-level sensor to fuel oil, combined with chemical or mechani-
cal action, can lead to a buildup of varnish-like material on the sensor.
5.2.1.2 The fouling/varnish test shall simulate the conditions of five years’ intermittent exposure
to diesel fuel (i.e., occasionally wetted) and shall ascertain that the performance of the sensor (i.e.,
repeatability, error rate) is not affected by the buildup.
5.2.1.3 The deposits accumulated on the test article(s) shall be retained (i.e., not be intentionally
cleaned from the sensor) for the subsequent tests in this series.
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5.2.2 Frost Test

5.2.2.1 Under certain circumstances, a layer of frost can form on the surface of the high-level sen-
sor (e.g., warm fuel is pumped into a very cold empty tank; water vapor in the ullage condenses
and freezes to the unwetted parts of the tank, forming a buildup of frost or “black ice”).
5.2.2.2 The frost test shall simulate the conditions of such buildup and shall ascertain the follow-
ing:
• The sensor returns a permissive reading when covered with frost but not yet wetted by
fuel.
• The sensor returns a nonpermissive reading when wetted by fuel, even when it is initially
covered with frost.
5.2.3 Foam Test
5.2.3.1 Under certain circumstances, the agitation of fuel inside the tank can lead to the buildup
of a foam layer on top of the liquid.
5.2.3.2 The foam test shall simulate the conditions of foam buildup and shall ascertain the fol-
lowing:
• The sensor returns a permissive reading when wetted by foam and not by liquid.
• The sensor returns a nonpermissive reading when it enters the liquid layer after having
passed through a foam layer.
5.2.4 Partial Wetting Test
5.2.4.1 While good design practice dictates that the high-level sensor be isolated from the incom-
ing fuel stream, it is possible that the sensor could be wetted by sprays or splashes of fuel before
the quiescent fuel level rises to the set point.
5.2.4.2 The partial wetting test shall expose the sensor to intermittent, small-diameter sprays of
fuel oil and shall ascertain that these do not cause premature transition to the nonpermissive
state.
5.2.5 Exposure Test
5.2.5.1 Lengthy exposure to fuel oil and environmental stress (sun, smog, etc.) could lead to dete-
rioration of certain parts through chemical or mechanical action.
5.2.5.2 The exposure test shall simulate five years’ exposure to fuel oil by the most vulnerable
exposed parts of the fuel sensor and shall ascertain that no significant damage is sustained.
5.3 Qualification Tests for Fluid/Mechanical Interface Components
The following tests shall be conducted upon representative production articles, using reference
fuel unless otherwise indicated. The individual tests shall be conducted in the order listed below.
In order to reduce the time and effort required to conduct the full testing program, the supplier
may elect to use two sets of test samples and divide the test program into two pieces. In this case,
tests labeled “(Both)” must be conducted on both of the sets, and tests labeled “(Either)” must be
conducted on either one or both sets.
5.3.1 Examination of Product (Both)
The units shall be examined to ensure that they meet the physical requirements of this recom-
mended practice with regard to weight, mating dimensions, and clearance dimensions. All results
shall be recorded in the test report.
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5.3.2 Leakage Tests

5.3.2.1 Receptacle Alone (Both)
The outlet of the receptacle, with its cap removed, shall be subjected to 50-psi internal pressure of
reference fuel for a period of 10 min. There shall be no leakage from the poppet end of the recepta-
cle during this test. All results shall be recorded in the test report.
5.3.2.2 Nozzle Alone (Both)
The closed nozzle shall be subjected to an internal pressure of 240 psi for a period of 10 min. There
shall be no leakage from the nozzle. All results shall be recorded in the test report.
5.3.2.3 Receptacle and Nozzle (Both)
When connected together, and with the nozzle opened for fueling and the outlet of the receptacle
blocked to prevent flow out of the assembly, the receptacle and nozzle shall be subjected to 50-psi
internal pressure for a period of 10 min. There shall be no leakage from the units during this test.
All results shall be recorded in the test report.
5.3.2.4 Spillage (Both)
5.3.2.4.1 The amount of liquid that is lost during a disconnect (i.e., that is left inside the nozzle-
receptacle joint after disconnect) shall be collected and measured (by volume) on at least 10 discon-
nect cycles. The average value shall be less than 5 cm3 across all trials. The test shall use reference
fuel (see paragraph 1.7) or a liquid of equivalent viscosity flowing through the nozzle-receptacle
joint at a minimum flow rate of 300 gpm prior to each disconnect. These measurements shall be
recorded in the test report.
5.3.2.4.2 In the event that the receptacle is the principal item under test, it shall be tested with a
nozzle that is known to have met the requirements of the standard with a receptacle known to con-
form to the design presented in the standard. If the nozzle is the principal item under test, or if
both items are being tested for conformance, the receptacle shall be inspected before the test to
verify that it conforms to the design presented in this recommended practice.
5.3.3 Pressure Drop (Either)
5.3.3.1 The nozzle and receptacle, mated and open for fueling, with 3-in. nominal bore diameter
piezometer tubes at inlet and outlet ports, shall be tested in accordance with SAE ARP 868 to
determine the net pressure drop across the combined units. The data shall be corrected from
actual specific gravity to a reference specific gravity of 0.8.
5.3.3.2 The relationship of pressure drop to flow rate shall be identified by preparing a log-log
graph from a sufficient number of measurements taken at flow rates between 50 gpm and
700 gpm.
5.3.3.3 The pressure drop at 600 gpm shall not exceed 10 psi.
5.3.3.4 All results shall be recorded in the test report.
5.3.4 Wear Cycle (Endurance) Test (Either)
5.3.4.1 The endurance of the nozzle and receptacle shall be tested by repeated cycles of connec-
tion, operation, and disconnection.
5.3.4.2 A full test (for formal qualification) and a brief test (for verification of performance before
field evaluation) are defined.
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5.3.4.3 Each cycle shall consist of the following:

Step Action
1. Connect nozzle to receptacle and open nozzle for flow.
2. Establish full-rated flow through assembly.
3. Shut down flow through assembly.
4. Close nozzle and detach from receptacle.
5.3.4.4 The total number of cycles per test shall be as specified in Table 5.1.
Table 5.1 Wear cycle testing
Full Test Abbreviated Test
Total test duration 10,000 cycles 100 cycles
Rotate connection orientation every... 100 cycles 20 cycles
Measure spillage (paragraph 5.3.2.4) every... 1,000 cycles 10 cycles
5.3.4.5 The axial orientation between nozzle and receptacle shall be varied by at least 30° (1/12th
turn) at least as often as specified in Table 5.1.
5.3.4.6 The nozzle-receptacle assembly shall be subjected to the tests specified in
paragraph 5.3.2.4 at least as often as specified in Table 5.1.
5.3.5 Fluid Resistance and Extreme Temperature (Either)
The nozzle and receptacle shall be subjected to the test sequence described in Table 5.2.
Table 5.2 Fluid resistance and extreme temperature tests (page 1 of 2)
Phase I Phase II Low
Test Perioda/ Soak Dry Soak Dry Temperature
Component Nozzle/receptacle Nozzle/receptacle Nozzle/receptacle Nozzle/receptacle Nozzle/receptacle
configurationb/ uncoupled and closed drained, uncoupled, uncoupled and closed drained, uncoupled, uncoupled and closedb/
during first 72 hours and and closed; inlet port during first 12 hours and and closed; inlet port
open and coupled open coupled and open open
during last 24 hoursb/ during last 6 hoursb/
Test fluid c/ None c/ None d/
Period duration 96 hours (4 days) 24 hours 18 hours 30 hours 168 hours

Ambient air or 185 ± 2 °F Circulating air at 185 ± 2 °F Circulating air at Lower the fluid
test fluid (85 ± 1 °C) 185 ± 2 °F (85 ± 1 °C) 185 ± 2 °F temperature to
temperature (85 ± 1 °C) (85 ± 1 °C) –67 ± 2 °F
(–55 ± 1 °C), then
maintain the fluid at that
temperature for a
minimum of 168 hours.
Operation or Allow temperature of None Allow temperature of None Allow temperature of
tests immediately unit to reduce to 158 °F unit to reduce to 158 °F unit to increase to
after period (70 °C). Connect and (70 °C). Connect and –40 °F (–40 °C).
disconnect disconnect Connect and
nozzle/receptacle and nozzle/receptacle and disconnect
actuate them when actuate them when nozzle/receptacle and
connected a minimum connected a minimum actuate them when
of four times during of six times with a connected a minimum
each 24-hour period. minimum of 1 hour of 10 times during each
between cycles. 24-hour period.
04/2008 M [RP-5503] 395

04/2008
PART 3 RP-5503
Table 5.2 Fluid resistance and extreme temperature tests (page 2 of 2)

Phase I Phase II Low
Test Perioda/ Soak Dry Soak Dry Temperature
Operation or Conduct leakage test Connect and Conduct leakage test Connect and With ambient
tests immediately (paragraph 5.3.2.3) disconnect (paragraph 5.3.2.3) disconnect temperature and test
after period using test fluid.c/ nozzle/receptacle and using test fluid.c/ nozzle/receptacle and fluid at -40 °F (-40 °C),
actuate it once in dry actuate it once in dry (a) operate the
condition. Conduct condition. Conduct nozzle/receptacle
leakage test leakage test through 10 complete
(paragraph 5.3.2.3) (paragraph 5.3.2.3) cycles.
using test fluid.d/ using test fluid.d/ (b) conduct leakage test
(paragraph 5.3.2.3)
using test fluid.d/
a/ Each period shall be continuous and follow immediately after the preceding one in the order
listed.
b/ The nozzle and receptacle shall be maintained in such a manner as to ensure complete contact
of all nonmetallic parts with the fluid as would be expected under normal service conditions.
c/ Test fluid to be 2,2,4-trimethylpentane and toluene (mixed 70%/30% by volume).
d/ Test fluid to be 2,2,4-trimethylpentane.
5.3.6 Vibration and Shock (Either)

5.3.6.1 The nozzle and receptacle, disconnected and closed, shall be mounted in separate fixtures
and subjected to sinusoidal vibration (as defined in ATCS Specification 110, paragraph 3.2.4.1).
Afterward, the units shall be subjected to and shall pass the tests specified in paragraph 5.3.2 of
this recommended practice.
and subjected to random vibration (as defined in ATCS Specification 110, paragraph 3.2.4.2).
Afterward, the units shall be subjected to and shall pass the tests specified in paragraph 5.3.2 and
other functional tests of this recommended practice.
and subjected to mechanical shock (as defined in ATCS Specification 110, paragraph 3.2.4.3).
Afterward, the units shall be subjected to and shall pass the tests specified in paragraph 5.3.2 and
other functional tests of this recommended practice.
5.3.7 Salt Fog (Either)
The nozzle and receptacle, disconnected and closed, shall separately be exposed to salt fog in accor-
dance with ATCS Specification 110, paragraph 3.2.5. The receptacle shall be exposed with its cap
in place. Afterward, the units shall be subjected to and shall pass the tests specified in
paragraph 5.3.2 and other functional tests of this recommended practice.
5.3.8 Sand and Dust (Either)
The nozzle and receptacle, disconnected and closed, shall separately be exposed to sand and dust
in accordance with ATCS Specification 110, paragraph 3.2.7. The receptacle shall be exposed with
its cap in place. Afterward, the units shall be subjected to and shall pass the tests specified in
paragraph 5.3.2 and other functional tests of this recommended practice.
5.3.9 Disassembly and Inspection (Both)
At the completion of all testing, the nozzle and receptacle (both sets if two are used) shall be disas-
sembled and inspected. All damage shall be noted in the test report. There shall be no damage that
would affect the operation of any of the units.
M [RP-5503] 396 04/2008

RP-5503 PART 3
5.3.10 Pressure Cycle Test (Either)

The receptacle and nozzle, disconnected and closed for flow, shall separately be subjected to the fol-
lowing tests:
5.3.10.1 Elevate internal pressure to proof pressure values (see paragraph 2.5.3) for at least
10-min. exposure; observe that there is no leakage from the part.
5.3.10.2 Elevate internal pressure to burst pressure values (see paragraph 2.5.4) for at least
10-min. exposure; observe that there is no physical damage to the part (although it may leak dur-
ing this period).
5.3.10.3 Reduce internal pressure to proof pressure value for at least 10-min. exposure; observe
that any leakage from the burst pressure test has subsided by the end of the period.
The receptacle cap shall not be used during these tests.
04/2008 M [RP-5503] 397

PART 3 RP-5503
THIS PAGE LEFT BLANK INTENTIONALLY
M [RP-5503] 398 04/2008

04/2008
RP-5523 PART 3
Part 3
AXLE NOMENCLATURE ARRANGEMENT—LOCOMOTIVES
RP-5523
Adopted as Standard: 1932; Revised: 1949, 1953, 1994;

Revised and Changed to Recommended Practice: 1999; Revised 2001
1.0 SCOPE
This recommended practice defines a system of nomenclature for axle and truck arrangements of
locomotives having electric transmissions.
2.0 ORDER OF AXLES AND THEIR DESIGNATION
2.1 Starting at the front end of the locomotives designed for single-end operation or at either end
of locomotives built for double-end operation, the wheels in any wheel base, the truck connections
for the individual units, and connections between such units are designated in their consecutive
order. Letters represent the driving axles, numerals represent the guiding or carrying axles or the
number of units, and arithmetical signs represent the type of connections between units and the
type or absence of connections between trucks.
2.2 The number of adjacent driving axles (a) in a rigid wheel base, or (b) on a truck, is repre-
sented by a letter selected according to its alphabetical order.
Examples: A One driving axle

B Two driving axles
C Three driving axles
D Four driving axles, etc.
2.3 The number of adjacent idler (nondriving) axles in a rigid wheel base or a truck is repre-
sented by an Arabic numeral.
Examples: 1 One idler axle

2 Two idler axles, etc.
2.4 Trucks having both driving and idler axles in the same rigid wheel base are designated by a
letter and a numeral placed together in proper order.
Examples: 1A Truck with one idler axle and one driving axle
1B Truck with one idler and two adjacent driving axles
A1A Truck with one idler and two nonadjacent driving axles
2.5 Additional examples of various truck wheel arrangements are shown in diagram form in
Fig. 5.1.
04/2008 M [RP-5523] 399

04/2008
PART 3 RP-5523
3.0 DESIGNATION OF TRUCK ARTICULATION

3.1 Plus (+) signs are used to indicate the following:
• Articulate connections between trucks under a single unit locomotive or between units of a
multiple unit locomotive. An articulated connection as used for this purpose generally
involves the use of one pin, the connection having freedom vertically and horizontally.
3.2 Minus (–) signs are used to indicate the following:
• Separation between swivel type trucks, not articulated
• Separation between a rigid wheel base of any group of driving wheels and adjacent guiding
or carrying trucks not connected through an articulated connection
3.3 Multiplication (×) signs are used to indicate the following:
• Permanent drawbars between the units of multiple unit locomotives. A permanent draw-
bar as used for this purpose involves the use of two pins and a connecting link.
3.4 Division (/) signs are used to indicate the following:
• Automatic couplers between the units of multiple unit locomotives
3.5 On locomotive units where two swivel trucks are connected by a common or span bolster, or
where a guiding truck and one or more pairs of driving wheels are incorporated into the same
frame, such truck assemblies shall be underlined to designate such grouping of trucks or guiding
trucks and driving wheels.
4.0 MULTIPLE UNIT LOCOMOTIVES
4.1 When two or more similar motive power units, each with the same or symmetrical wheel
arrangement, are operated in multiple as a locomotive, the number of units is indicated by a
numeral and either a division sign, multiplication sign, or a plus sign to show automatic couplers,
permanent drawbars, or articulated connections, respectively, preceding the classification of one
unit put in parenthesis.
4.2 When two or more units with dissimilar wheel arrangements are operated in multiple, the
wheel arrangement of each unit is shown in consecutive order, starting from the front of the loco-
motive, setting off each unit by parenthesis with plus, division, or multiplication signs between the
units to represent articulated connections, automatic couplers, or permanent drawbars, respec-
tively, to indicate connections between the units.
5.0 EXAMPLES
Examples of designating wheel arrangements of single and multiple units with various types of
trucks, and connections between trucks and units, are shown in Fig. 5.1.
M [RP-5523] 400 04/2008

04/2008
RP-5523 PART 3
LINE
NO. DESCRIPTION OF TRUCK OR LOCOMOTIVE DIAGRAM OF AXLE AND TRUCK ARRANGEMENT DESIGNATION
Two-wheel truck
1 With driving axle M A
2 With idler axle I 1
Four-wheel truck
3 With all driving axles M M B
4 With all idler axles I I 2
5 With leading idler axle I M 1A
6 With leading driver axle M I A1
Six-wheel truck
7 With all driving axles M M M C
8 With all idler axles I I I 3
9 With center idler axle M I M A1A
10 With leading idler axle I M M 1B
Eight-wheel truck
11 With all driving axles M M M M D
12 With all idler axles I I I I 4
13 With leading and trailing idler axles I M M I 1B1
14 With leading and trailing driving axles M I I M A2A
15 With leading and second idler axles I I M M 2B
16 With second idler axle M I M M A1B
Single unit locomotive
17 With two swivel 4-wheel trucks—all driving axles M M – M M
B–B
18 With two swivel 6-wheel trucks—center idler axle M I M – M I M

A1A–A1A
19 With two swivel 6-wheel trucks—all driving axles M M M – M M M

C–C
20 With 2-wheel guiding truck and one 8-wheel truck having all driving I – M M M M
1–D
axles
21 With 4-wheel guiding truck and two 4-wheel trucks having all driving I I – M M +M M
2–B + B
axles: with articulated connection between driving trucks. Guiding
truck and four pairs of drivers included in same frame.
22 With 4-wheel guiding truck at each end of locomotive, and two 8-wheel I I – M M M M + M M M M – I I
2–D + D–2
trucks, having all driving axles with articulated connection between
driving trucks. Guiding truck and 4 pair of drivers included in same
frame.
23 With four 4-wheel swivel truck, all driving axles with trucks assembled M M – M M – M M+ – M M
B–B – B–B
in pairs by means of a span bolster with no connection between pairs
of trucks.
Multiple Unit Locomotive
24 Two units, each with two 4-wheel swivel trucks, all driving axles with 2 + (B–B)
articulated connection between units. M M – M M + M M+ – M M
25 Two units, each with two 6-wheel swivel trucks having center idler 2–(A1A–A1A)
M I M – M I M + M I M – M I M
axle, and units connected by automatic coupler.
26 Three units, each with two 4-wheel swivel trucks having all driving 3–(B–B)
axles, with units connected by automatic couplers. M M – M M + M M – M M + M M – M M
27 Three-unit locomotive with 4-wheel guiding truck on leading and (2–B+B) x (B+B) x
trailing units with all units having two 4-wheel driving trucks, with I I – M M +M M×M M+M M×M M + M M – I I
(B+B–2)
articulated connection between driving trucks and permanent
drawbars between units. Guiding truck and two pairs of drivers
included in same frame.
28 Four units, each with two 4-wheel swivel trucks having all driving axles 2 ÷ [(B–B) × (B–B)]
with drawbar connection between 1st and 2nd and betweewn 3rd and M M – M M×M M – M M+M M – M M×M M – M M
4th units and with automatic couplers between 2nd and 3rd units.
Note: Minus sign (–) means no connection; Plus sign (+) means articulated connection; Multiplication sign (×) means
drawbar; Division sign (÷) means automatic coupler; “I” means idler axle; and “M” means motor or driving axle.
Fig. 5.1 Diagrams of axle arrangements of trucks and locomotives having electric transmission
04/2008 M [RP-5523] 401

04/2008
PART 3 RP-5523
M [RP-5523] 402 04/2008

04/2008
RP-5595 PART 2
Part 2
MAIN RESERVOIR EQUALIZING END HOSE COUPLING
RP-5595
Adopted: 1983; Revised 1987, 2001

1.0 SCOPE
1.1 This recommended practice describes the main reservoir equalizing end hose coupling.
1.2 All earlier manufactured L-type main reservoir equalizing end hose couplings are approved
alternates.
RAISED AAR MONOGRAM
RAISED 16" LETTER L
7
LOCATE AS SHOWN
RAISED ¼" LETTERS FOR PART NO.
RAISED MFG MONOGRAM
1
23
32 "
9
"
16 BASIC 1
17
32 "
MACHINE
9
32 " 7
8 "
13
"
16
SURFACE
9
"
16
17
"
32
11
16 "
35°
K K
2°
20°20° 15º SECTION JJ
35° 1
11
"R
16
45°
2 " 1 8 " HEX
5 7
16
9
16 " 23
"R
32
BASIC MACHINE 1 16" R

1
¼" 2
13
32 "R
SURFACE
5
8 "
½" 9
" 15 16"
16 7
8 "
32" R
21
1 8"
5 9
" 1
32
½" R 1º NPT
¼" R 11
"R
16
1 16"
13
1 16"
9
1 8" R
3
5
"R
32 3
16 "R
2 8"
1
15
"
16
J
34º 30' 13
"
7
8 "R
1
15
32 " 16
31
32 "
15° 45' 1
13
16 "R
2 " DIA
5
16
J SECTION KK
41º 30'
DOUBLE SCALE
NOTE: ¾" BALL MUST PASS THRU INTERNAL CORING
Fig. 1.1 LS-4 15° angle shank hose coupling

Notes:
1. On new couplings, surfaces of the gasket groove and the couplings face must be cadmium- or
zinc-plated at least 0.0005 in. thick.
2. Other physical shapes are acceptable as long as all other AAR dimensions and requirements are
adhered to.
3. Material: malleable iron, ASTM specification A-47, grade 32510 or 35018; ductile iron, ASTM
specification A-536, grade 60-40-18.
04/2008 M [RP-5595] 403

04/2008
PART 2 RP-5595
M [RP-5595] 404 04/2008

04/2008
RP-5596 PART 3
Part 3
BRAKE SHOES—METAL TYPE
RP-5596
Adopted: 1901; Revised 2001

1.0 SCOPE
1.1 M-401-56 brake shoes (metal type) purchased after June 30, 1976, are not approved for
freight cars in interchange service on North American railroads. With the 2001 revision, AAR
Manual of Standards and Recommended Practices, Section E, Standard M-401, is retitled RP-5596
and applies only to passenger cars and locomotives.
1.2 This recommended practice covers cast-iron brake shoes for passenger cars and locomotives.
2.0 MANUFACTURE
2.1 Material
Brake shoes shall be made from the best grade of cast iron for the purpose intended.
2.2 Reinforced Back
Brake shoes shall be provided with the steel reinforced back, as shown on the standard drawing, or
of an approved alternate design.
2.3 Dimensions and Structural Requirements
Brake shoes shall conform to those shown on the standard drawing. The back of the shoe shall be
made to conform to the gauges for brake shoes shown in the AAR Manual of Standards and Rec-
ommended Practices, Section D.
2.4 Design
Brake shoes, including the reinforced back and expanded metal inserts, shall be as shown on the
standard drawing.
3.0 PHYSICAL PROPERTIES AND TESTS
3.1 Coefficient of Friction Tests
3.1.1 Shoes shall be tested for coefficient of friction (COF) and for wear using an AAR testing
machine or an approved machine with equivalent characteristics.
3.1.2 Preparation of the Wheel for Test
After being mounted on the machine, the wheel shall be wet ground to ensure roundness with a
grade of grinding wheel that produces a polished wheel surface. The tread is to be ground parallel
to the centerline of the machine shaft and to extend over the entire tread. After grinding, the
wheel must be removed and balanced.
3.1.3 Preparation of the Shoe for Test
Shoes shall be ground to a depth of not less than 1/4 in. back of the original face and to the same
radius as the wheel to be tested. Shoes shall be worn to a full bearing on the wheel to be tested
before starting the test.
3.1.4 Each application of the test shoe, made at a designated speed, will be considered as a test.
04/2008 M [RP-5596] 405

04/2008
PART 3 RP-5596
3.1.5 The wheel of the testing machine shall be cleaned after each test to remove any metal
adhering to the wheel from a previous test. It shall be cleaned with a composition shoe by making
two stops from a speed of 40 mph. The first stop shall be made by means of a shoe containing sand
to remove any metal adhering to the wheel from a previous test. The second stop shall be made by
means of a shoe containing graphite to further clean and polish the friction surface of the wheel.
3.1.6 The actual length of stop measured from the equivalent instantaneous application of the
shoe shall be used to calculate the coefficient of friction. The actual speed shall be measured imme-
diately prior to the application of the shoe over a period of 4 seconds. The equated length of the
stop at a designated speed shall be determined on the assumption that the length increases
directly in proportion to the square of the speed. The coefficient of friction from the designated
speed shall then be calculated from the length of the equated stop and the brake shoe pressure.
3.1.7 Cast Steel or Wrought Steel Wheels for Freight Equipment—Normal Wheel Diam-
eter of 33 in.
3.1.7.1 Shoe wear shall be determined upon these wheels by making not less than five stops with
each shoe from an initial speed of (as near as possible to) 40 mph. The average results of the five
full stop test made with each shoe shall conform to the requirements shown in Table 3.1. No shoe
is to be tested when the temperature of the shoe or wheel exceeds 125 °F.
Table 3.1 Freight equipment--normal wheel diameter of 33 in.
Equivalent Load Maximum Wear per
Speed Wheel Diameter of Test Wheel Shoe Pressure Minimum Percentage 100,000,000 ft·lb Work
(mph) (in.) (lb) (lb) of Mean COF Done (lb)
40 33 20,500a/ 4,220b/ 18 1.00
40 33 12,000a/ 4,220b/ 20 1.00
a/ A variation of 500 lb either way will be permitted.
b/ A variation of 10 lb either way will be permitted.
3.1.8 Wrought Steel Wheels for Passenger Equipment—Normal Wheel Diameter of

36 in.
3.1.8.1 Shoe wear shall be determined upon these wheels by making not less than five stops with
each shoe from an initial speed of (as near as possible to) 60 mph. The average results of the five
full stop tests made with each shoe shall conform to the requirements shown in Table 3.2. No shoe
is to be tested when the temperature of the shoe or wheel exceeds 125 °F.
Table 3.2 Passenger equipment--normal wheel diameter of 36 in.
Equivalent Load Maximum Wear per
Speed Wheel Diameter of Test Wheel Shoe Pressure Minimum Percentage 100,000,000 ft·lb Work
(mph) (in.) (lb) (lb) of Mean COF Done (lb)
60 36 7,190a/ 7,190b/ 15 1.00
60 36 10,000a/ 7,220b/ 15 1.00
a/ A variation of 500 lb either way will be permitted.
b/ A variation of 10 lb either way will be permitted.
3.1.9 The foregoing tests shall be used only for the determination of types of shoes to be accepted
as standard and for occasional check by the purchaser as specified.
3.1.10 Chilled Metal (If Required by Purchaser)
When broken, the chilled ends shall show chilled metal at least 1/4 in. in depth over the friction
surface of the shoe for a distance of 2 in. from each end. The chilled metal shall extend at least
3/4 in. in any direction measured radially from the intersection of the end and the friction surface
of the shoe.
M [RP-5596] 406 04/2008
04/2008
RP-5596 PART 3
3.1.11 Brinell Tests—Chilled Ends (If Required by Purchaser)

3.1.11.1 Samples
One shoe for Brinell test shall be taken from each lot of 1000 shoes. Sample shoes shall be fur-
nished free of charge by the manufacturer.
3.1.11.2 Eight hardness determinations shall be made on the ground surface on the side of the
test shoe as shown in Fig. 3.1. The average of the four readings on the end portion of the shoe shall
be no less than 375; and the average of the remaining four readings of the shoe shall be no less
than 210 nor more than 290.
1" 1" 1" 2" 1"
CL
5
8 "
B
5
8 "
C
L
H G F E D
Fig. 3.1 Locations for hardness determination
3.1.11.3 Brinell Hardness
Shoes shall be ground on the side opposite the gate to at least 1/8- in. depth.
4.0 WORKMANSHIP AND FINISH
4.1 The brake shoes shall be made in a workmanlike manner, be free from all injurious defects,
and will conform to the dimensions of the brake shoe gauges shown in the AAR Manual of Stan-
dards and Recommended Practices, Section D.
4.2 Weight
The normal weight of the brake shoes of any one type shall be determined from the actual weight
of at least 50 shoes weighed at one time. The weight of individual castings shall vary no more than
5% over or 5% under the normal average weight so obtained. The gross weight of the entire order
of castings shall be not more than 2.5% over the normal average weight multiplied by the number
of castings in the order.
5.0 MARKING
All brake shoes shall bear the manufacturer’s name or trademark. A pattern number and the let-
ters AAR, as shown on the standard drawing, shall be cast in letters and figures of sufficient size
to be legible. The thickness of pattern letters on guide lugs at the ends of shoes must not exceed
3/32 in.
04/2008 M [RP-5596] 407

04/2008
PART 3 RP-5596
6.0 INSPECTION
6.1 The inspector representing the purchaser shall have free entry, at all times while the work on
the contract of the purchaser is being performed, to all parts of the manufacturer’s works that con-
cern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of
charge, all reasonable facilities and necessary assistance to satisfy the inspector that the material
is being furnished in accordance with these specifications. Tests and inspection at the place of
manufacture shall be made prior to shipment.
6.2 The purchaser may make tests to govern the acceptance or rejection of the material in pur-
chaser’s own laboratory or elsewhere. Such tests shall be made at the expense of the purchaser.
7.0 REJECTION
7.1 Material represented by samples that fail to conform to the requirements of these specifica-
tions will be rejected.
7.2 Material that, subsequent to test and inspection at the factory or elsewhere and its accep-
tance, shows injurious defects will be rejected and the manufacturer shall be notified.
8.0 REHEARING
Samples tested in accordance with these specifications that represent rejected material shall be
held for 14 days from the date of the test report. In case of dissatisfaction with the results of the
tests, the manufacturer may make claim for a rehearing within that time.
M [RP-5596] 408 04/2008

MSRP-M RP-5503

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AAR Manual of Standards and Recommended Practices

LOCOMOTIVE FUELING INTERFACE

04/2008 M [RP-5503] 371

M [RP-5503] 372 04/2008

1.5 Definitions (page 2 of 3)

04/2008 M [RP-5503] 373

1.5 Definitions (page 3 of 3)

1.6 Acronyms and Abbreviations

M [RP-5503] 374 04/2008

1.7 Definition of Reference Fuel

LOCOMOTIVE FUEL IN FUEL SITE

LOCOMOTIVE FUEL SITE

Fig. 2.1 Basic locomotive fueling system interface

04/2008 M [RP-5503] 375

2.2 System Characteristics

SIGNAL SOCKET WAYSIDE

LOCOMOTIVE FUEL PROVIDER

M [RP-5503] 376 04/2008

2.2.1.4 Drive-Off Protection

04/2008 M [RP-5503] 377

2.2.2.4 Leakage During Fueling

M [RP-5503] 378 04/2008

2.3.1.3 Sensor Failure Mode

04/2008 M [RP-5503] 379

2.4 Wayside Controller Characteristics

M [RP-5503] 380 04/2008

NOTE: POPPET MUST SEAL FLUSH 1.537 MIN.

Ø4.462 ± .005 Ø3.712 ± .005 Ø4.018 ± .005

2.5.3 Proof Pressure

M [RP-5503] 382 04/2008

A EIGHT HOLES ON Ø 1.375 ± .005 B.C.

04/2008 M [RP-5503] 383

2.6.4 Sensor Power

M [RP-5503] 384 04/2008

2.6.6 Permissive Signal

04/2008 M [RP-5503] 385

2.6.11 Signaling Interface Electrical Standards

M [RP-5503] 386 04/2008

2.7.3 Clearance Limitations for Retrofitted Components

04/2008 M [RP-5503] 387

3.0 FUEL QUANTITY MANAGEMENT (OPTIONAL)

LOCOMOTIVE FUEL PROVIDER

AEI DYNAMIC TAG

LSI INTEGRAL WAYSIDE FUELING

Fig. 3.1 Signal interface options

M [RP-5503] 388 04/2008

3.1 Signal Interfaces

04/2008 M [RP-5503] 389

3.2 Information Exchange

M [RP-5503] 390 04/2008

4.0 LOCOMOTIVE FUEL TANK CONSIDERATIONS

FLANGE TANK DRILL PATTERN

0.4375 IN. 0.50 IN.

04/2008 M [RP-5503] 391

5.0 TEST AND EVALUATION REQUIREMENTS

M [RP-5503] 392 04/2008

5.2.2 Frost Test

04/2008 M [RP-5503] 393

5.3.2 Leakage Tests