Damage Prevention and Loading Services

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1 Damage Prevention and Loading Services December 2013 Transportation Technology Center, Inc., a subsidiary of Association of American Railroads 2014 DP & FC Conference slated for June 30 July 2 in Orlando, Florida The 2014 Damage Prevention & Freight Claim Conference will be held at the Rosen Shingle Creek Hotel ( in Orlando, FL. The business program for the conference will be built around the theme of Progress through Partnerships. The conference planning committee has outlined an extensive program highlighting new technologies and processes within the rail industry to transport freight safely and damage free. Planned featured speakers include CSX Transportation Executive Vice President & Chief Commercial Officer Clarence Gooden, and Transportation Technology Center, Inc. President Lisa Stabler. Other planned presentations and panel discussions include the following: Working on the Railroad with Technology Partnering for Success Intermodal Collaborative Partnerships and Solutions The Challenges We are the Solutions Overcoming In-Transit Damage the Power of Partnerships Closed Car/Intermodal Cargo Securement Hot Topics get Answered Do you really understand how to address and manage a $50 million problem with no advance notice? Tracking Down the Railroad The 2014 business program will also highlight a specialized concurrent educational track on motor vehicle damage prevention and related topics, such as: New for the 2014 conference is time set aside during the second afternoon of the conference for attendees to meet railroad personnel for private dialogue regarding any issues or concerns. These one-on-one dialogue opportunities will allow for specialized question and answer sessions, with each railroad having a designated area for reserved times or stop-by discussions. The DP&FC Conference will also include an exhibit and trade show on the latest products and services related to quality transportation of freight via the North American rail network. In addition, a themed welcome reception at a nearby restaurant complex is planned for Monday evening, June 30. A special room rate of $139 is available at the Rosen Shingle Creek Hotel to conference attendees. Make reservations at - Shingle-Creek/bookings.jsp?hotelId=6840&groupID= or call or local and ask for the Association of American Railroads room block. Based on availability, the $139 room rate will be offered starting June 25 for early arrivals, and a special holiday rate of $110 per night will be offered July 4 9 for those wishing to extend their stay in the Orlando area. Quality Damage Documentation Electronic Proof of Delivery Claims Process Start to Finish Mexico Future Chock Application & Results AIAG Update & Industry Group Connections AAR Update and Quality Review Awards

2 Page 2 Damage Prevention Newsletter Technical Advisory Group Updates Fall 2013 Publications TAG Update The Closed Car Loading Publications Technical Advisory Group has reorganized the AAR Closed Car Loading Standards into 10 parts by commodity. Part 1, Minimum Loading Standards for Freight in General Purpose Boxcars, replaces Pamphlet No. 14 and becomes the compendium for all things related to freight securement in boxcars. Part 1 has been sent to the Damage Prevention and Freight Claim Committee for review and ballot. The remaining nine are in draft format awaiting final review by the TAG before a committee vote. Part 3, Minimum Loading Standards for Plywood and Similar Building Products in Closed Cars, and Part 4, Minimum Loading Standards for Lumber in Closed Cars, are in the final review process and should be available by the end of this year. The remaining Parts will be progressed consecutively through the review and approval process. Flexitank TAG Surge Research Update Flexitanks on freight cars appear to be most influenced by longitudinal forces. During impact testing, surging generated by longitudinal forces tend to stress and weaken the bladder. Train action induces almost constant lengthwise forces. It has been recommended that simulation test procedures be modified to include longitudinal excitation simulating train slack action. The impacts at the beginning of each sequence would remain unchanged. The goal of this research was to simulate harmonic surge motion within a flexitank: to identify critical input frequency(s) and amplitudes and to evaluate its influence over a sustained period of time. It is assumed that the input cycle that would generate the most severe response will be in the very low frequency range, below 2 Hz. Using water as a baseline (with a specific gravity of 1), it would stand to reason that higher density/viscosity liquids would have a lower response frequency, while lower density/viscosity liquids would have a higher response frequency. Train buff and draft motions are similarly in the very low frequency range. Testing was conducted at the Transportation Technology Center during the week of March 11, A series of impacts were conducted followed by simulation testing on the Vibration Test Unit (VTU). The purpose of the impacts was to measure the characteristics of the surge induced in a flexitank bladder. Accelerometer data was gathered and used to determine the frequency ranges of the surge waves. Longitudinal inputs were then developed and run simultaneously with the traditional VTU run files. The preliminary testing demonstrated that the longitudinal inputs greatly increase the vertical accelerations of the surge wave when incorporated into the simulation. Because of the constraints placed on the movement of a flexitank due to the container walls and bulkhead, the vertical component is the most significant stressor that acts on a flexitank. In order for the VTU to be a valid method for evaluating the performance of flexitank systems, a significant longitudinal input must be present. A report documenting this research will be presented to the Flexitank TAG with the recommendation that simulation testing of flexitank systems incorporate longitudinal inputs as defined by this research.

3 Damage and Prevention Newsletter Page 3 Flexitank instrumented with accelerometers Accelerometer data from A end, A lead 5 mph impact Quality Lead Team for Prevention of Damage to Paper With the recent retirement of Team Leader John Green from CN, Jim Cappy from NS graciously agreed to be the new Team Leader. Congratulations to both John and Jim (but mostly John!). The QLT met in November 2013 to review the progress to date in the development of load securement methods for roll paper in 60-ft. boxcars having 16-ft. wide double plug doors. Priority 1a, 58-in. diameter pulpboard rolls with rigid lengthwise fillers has been approved by the Damage Prevention and Freight Claim Committee. Priority 1b, 58-in. diameter pulpboard with pneumatic dunnage is currently undergoing field shipment testing. The QLT finalized plans to initiate field shipment testing on the final four priorities for 40-, 45-, 50-, and 60-in. diameter rolls. The QLT also spent considerable time reviewing the progress on the revision to the Best Practices for Loading of Roll Paper in Railcars. Part 1, containing the general information on which Part 2, Load Patterns is based, has been revised and sent to an independent publisher for formatting. This revision will then be distributed to the Best Practices TAG for their final review and comment before they then take on the challenge of revising Part 2. Completion is scheduled for Spring Lengthwise fillers required Fillers required to initiate pattern offset (either side wall panel or end wall block) Priority 1a. 58-in. Diameter Pulpboard with Rigid Lengthwise Fillers

4 Page 4 Damage Prevention Newsletter ASK the DP&LS DP&LS staff regularly fields questions relating to load securement and damage prevention that may be of interest to our readers. This column will attempt to address these questions and provide an opportunity for dialogue among interested parties. If you have a question regarding damage prevention or load securement, send it to DPLS@aar.com. We ll do our best to answer it! Dear DP&LS, When an AAR loading method states to use 1 ¼- x in. steel strap or equivalent, what is equivalent? A Confused Shipper Dear ACS, 1 ¼-in. steel strapping has a minimum breaking strength (MBS) of 4,750 pounds. If you prefer to use a Type 1A nonmetallic strap in lieu of steel, then the MBS of the nonmetallic strap must be greater than or equal to 4,750 pounds. Refer to the approved strapping tables at the Open Top Loading Rules Link: Table 19.2 lists approved Type 1A straps by size and MBS. From this table a grade 5 strap having a MBS of 5,400 pounds should be selected as a substitute. Tom Feltault

5 Damage Prevention Newsletter Page 5 FALL 2013 TEST SUMMARY (Since last reported Spring 2013) FI 9-13: Proprietary. Impact Tests (FI) FI 10-13: 80 Tight Head Steel, 55 Gallon Drums in Two Layers Secured With Paylode T-Gate System in 20-foot Containers Paylode Cargo Protection Systems. Impact testing was conducted to evaluate two variations of Paylode T-Gate System as securement for eighty 55-gallon steel drums loaded in two layers in a 20-foot dry container. The two 80-drum loads were loaded into two 20-foot containers with each container secured by a variation of PAYLODE s T-Gate Securement application. The two methods failed impact testing. FI 11-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot Container COFC K Tank Supply Limited. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot containers. The K Tank flexitank system has a maximum capacity of 6,340 US gallons (24,000 liters) and consists of four layers of polyethylene plus an outer layer of woven polypropylene. The flexitank was fitted into a standard 20-foot container and secured with a 5-piece bulkhead system inserted into the vertical corner post lashing slots directly inside the doors. The K Tank flexitank system did not meet AAR requirements due to door contact but met current COA requirements. FI 12-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot Container COFC Neoflex Logistics Services Industrial Packing S.A. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot containers. The Neoflex flexitank system has a maximum capacity of 6,340 US gallons (24,000 liters) and consists of four layers of polyethylene plus an outer layer of woven polypropylene. The flexitank was fitted into a standard 20-foot container and secured with a 5-piece bulkhead system inserted into the vertical corner post lashing slots directly inside the doors. The Neoflex flexitank system did not perform as intended. FI 13-13: Two Methods of Doorway Protection 40- inch Diameter Roll Paper in 60 ft. Boxcars with 16- foot Wide Double Plug Doors QLT/Resolute Paper. Impact tests were conducted to evaluate the performance of two different loading and bracing methods for 40-inch diameter rolls. Both methods successfully completed impact testing. In both loads no outward roll movement in the doorway area or pressure on the plug doors was observed. FI 14-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot ISO Container COFC Shandong Anthente New Materials Technology Co., Ltd. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot ISO containers. The Anthente flexitank system has a maximum capacity of 6,340 US gallons (24,000 liters) and consists of four layers of polyethylene plus two outer layers of woven polypropylene. For this test the flexitank was filled with 5,812 gallons (22,000 liters) of water. The flexitank was fitted into a 20-foot ISO container and secured with a three-piece steel bar bulkhead system inserted into the vertical corner post lashing slots directly inside the doors. The flexitank system met the current COA requirements well as AAR performance standards. FI 15-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot ISO Container COFC Qingdao LET. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot ISO containers. The Qingdao LET flexitank system has a maximum capacity of 6,340 US gallons (24,000 liters) and consists of four layers of polyethylene, plus one outer layer of woven polypropylene. For this test, the flexitank was filled with 5,812 gallons (22,000 liters) of water. The flexitank was fitted into a 20-foot ISO container and secured with a five-piece steel bar bulkhead system inserted into the vertical corner post lashing slots directly inside the doors. The flexitank system met the current COA requirements well as AAR performance standards.

6 Page 6 Damage Prevention Newsletter FI 16-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot Container COFC Mak & Williams Flexitank Supply, Ltd. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot containers. The M & W flexitank system has a maximum capacity of 5,812 US gallons (22,000 liters) and consists of three layers of polyethylene plus an outer layer of woven polypropylene. The flexitank was fitted into a standard 20-foot container and secured with a soft design 6 steel bar bulkhead system inserted into the container door recess channel directly inside the doors. The M & W flexitank system performed as intended. FI 17-13: Disposable Inflatable Dunnage Bags Used to Control Lengthwise Movement of Cased Goods in TOFC ITW Shippers Products. An impact test was conducted to evaluate the performance of two level 1 HIPPO polyethylene/polypropylene pneumatic dunnage bags in a trailer load of palletized case goods. The palletized case goods were loaded in an intermodal trailer according to Method F-2 of the AAR Intermodal Loading Guide. Two tests were performed. The first test load was secured with two 24-inch high by 96-inch long by 24-inch wide HIPPO level 1 air bags. The second test load was secured with two 36-inch high by 96-inch long by 24-inch wide HIPPO level 1 air bags. Neither load successfully completed impact testing. FI 18-13: Removable Car Carrier in High Cube Containers CFR Rinkens. An impact test was conducted to evaluate a removable racking system for securing automobiles in containers. The load securement system performed as intended during impact testing. FI 19-13: Proprietary. FI 20-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot Container COFC Andesocean S.A. An impact test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot containers. The Andesocean S.A. flexitank system has a maximum capacity of 6,340 US gallons (24,000 liters) and consists of three layers of polyethylene plus an outer layer of woven polypropylene. The flexitank was fitted into a standard 20-foot container and secured with a soft design 4-piece steel bulkhead system (two panels and a top and bottom bar) inserted into the container door recess channel directly inside the doors. The Andesocean S.A. flexitank system did not perform as intended. FI 21-13: 50-inch Diameter Paper Rolls Loaded in 50-foot Boxcars using Vertical Airbags and Rubber Mats Resolute Paper Products. An impact test was conducted to evaluate a method of securing 50- inch diameter rolls of paper loaded in 50-foot 6-inch long boxcars having 10-foot wide plug type doors. The purpose of this test was to evaluate a method of preventing roll contact with the doors using 30-inch by 60-inch Level 5 airbags aligned vertically and rubber mats on the floor and in between the doorpost rolls. While the method completed impact testing, it is recommended that contour filler panels and proper size air bags be used to stabilize the doorway stacks. Field Tests (FL) FL 1-13: 58-inch Diameter Pulpboard with Lengthwise Fillers in 60-foot Cushioned Boxcars with 16-foot Double Plug Doors Quality Lead Team for the Prevention of Damage to Paper. A field test program was conducted to evaluate the performance of rubber mats and lengthwise void fillers as doorway protection in cushioned 60-foot 9-inch boxcars that have 16-foot wide double plug doors. The method was modified mid test, and the subsequent field shipments performed as intended. Concurrent to this The Damage Prevention and Freight Claim Committee voted to approve the elimination of doorway protection in loads of 58-inch diameter roll pulpboard in a 1-1 offset pattern in cushioned boxcars with 16-foot wide double plug doors. See General Information Series No. 735.

7 Damage and Prevention Newsletter Page 7 Simulation Tests (VL) VL 1-13: Flexitank Disposable Bulk Packaging System for NonHazardous Liquid in a 20-foot Container Mak & Williams Flexitank Supply, Ltd. A rail simulation test was conducted to evaluate the performance of a disposable bulk packaging system for shipment of nonhazardous liquid in 20-foot containers. The M & W flexitank system has a maximum capacity of 5,812 US gallons (22,000 liters) and consists of three layers of polyethylene plus an out layer of woven polypropylene. The flexitank was fitted into a standard 20-foot container and secured with a soft design 6-steel bar bulkhead system inserted into the container door recess channel directly inside the doors. This system successfully completed standard AAR impact testing, see report FI The M & W flexitank system performed as intended during simulation testing. Laboratory Tests (LB) LB 19-13: inch by inch (AAR-27) Type IV Polyester Plastic (PET) with Friction Seal Type Joints, Greenspan Packaging Systems. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 20-13: inch by inch (AAR-11) Type IV Polyester Plastic (PET) with Friction Weld Type Joints and Hot Knife Weld Type Joints, ITW/Signode. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 21-13: inch by inch (AAR-14) Type IV Polyester Plastic (PET) with Friction Weld Type Joints, ItiStrap S.r.l. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 22-13: Proprietary. LB 23-13: Proprietary. LB 24-13: Proprietary. LB 25-13: Proprietary. LB 26-13: Static Loading of Caristrap Woven Polyester Lashing as Applied for Boxcar Doorway Protection, Caristrap International. The purpose of this test was to define the steel strap substitution ratio of Caristrap woven polyester lashing when applied as boxcar doorway protection across a 10-foot 0-inch wide sliding door opening. Carilash AG50 Type 1A Grade 7 woven polyester lashing, with a ladder type buckle, was tested and found to be a suitable substitute for 1 ¼-inch by inch steel strap at a 2 to 1 ratio. The lashing was tensioned with a manual tensioner. LB 27-13: inch by inch (AAR-67) Type IV Polyester Plastic (PET) with Friction Sealed Type Joints; inch by inch (AAR-67) Type IV Polyester Plastic (PET) with Friction Sealed Type Joints, Foshan NHXXL Synthetic Fibre Inc. All of the nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 28-13: Type 1A Grade 6 Woven Polyester Cord Strapping, Redback Industries. All of the nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 29-13: inch by inch (AAR-14) Type IV Polyester Plastic (PET) embossed with Friction Sealed Type Joints, ItiStrap S.r.l. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 30-13: 1.25-inch by inch High Strength Steel with Crimp Type Seal; 1.25-inch by inch High Strength Steel with Grit Type Seal, DuBose Strapping Inc. All of the required samples submitted met the requirements set forth in current ASTM D3953 Standard Specification for Strapping, Flat Steel and Seals and AAR Open Top Loading Rules, Section1, Rule 17.

8 Page 8 Damage Prevention Newsletter LB 31-13: Proprietary. LB 32-13: Proprietary. LB 33-13: Proprietary. LB 34-13: Proprietary. LB 35-13: Proprietary. LB 36-13: Proprietary. LB 37-13: Level 1 Paper/Polyethylene Dunnage Bags, Ameson Packing (Xiamen) Co., Ltd. All 10 samples met the requirements set forth in General Information Bulletin No. 9, Product Performance Profile for Pneumatic Dunnage. LB 41-13: Proprietary. LB 42-13: Proprietary. LB 43-13: Level 1 Polyethylene Dunnage Bags, Atmet Bracing/AB Dunnage. All 10 samples met the requirements set forth in General Information Bulletin No. 9, Product Performance Profile for Pneumatic Dunnage. LB 44-13: Proprietary. LB 45-13: Proprietary. LB 46-13: Proprietary. LB 47-13: Proprietary. LB 38-13: Proprietary. LB 39-13: inch by inch Type IV Polyester Plastic (PET) with Friction Sealed Type Joints, D.S. Pack Co., Ltd. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19. LB 40-13: inch by inch (AAR-65) Type IV Polyester Plastic (PET) with Friction Sealed Type Joints, Plast-O-Fine Industries. All of the required nonmetallic samples submitted met the requirements set forth in current ASTM D3950 Standard Specification for Strapping, Nonmetallic (and Joining Methods) and AAR Open Top Loading Rules, Section1, Rule 19.

9 Damage Prevention Newsletter Page 9 Open Top Loading Rules Committee Update By Mike Sandoval, Manager AAR Loading Rules Upcoming OTLRC Meetings: Rules and Figures February 4 5, 2014, Jupiter, Florida (CSX) General Meeting March 4 6, 2014, TBD The 2013 revisions to Sections 2, 3, 5, 6, and 7 of AAR Open Top Loading Manuals were released this past August. Section 4 is now the Archived Rules and Figures. Several OTLRC members had the opportunity to tour the United States Steel facility this past fall. USS, Fairfield Tubular Operations, located in Fairfield, Alabama, invited the Committee to observe the making of steel pipe and loading in gondolas (Section 2 Figure 124A). The entire process, from the melting of the billets and turning it into pipe was very impressive. The loading of pipe to Figure 124A has been streamlined at this facility and the use of nonmetallic strapping has proven to be a very successful process for US Steel. This method has also reduced potential injuries associated with the use of steel strapping. Loading the pipe into the gondola

10 Page 10 Damage and Prevention Newsletter Offsetting of the lower layers of pipe Applying the nonmetallic securement

11 Damage and Prevention Newsletter Page 11 AAR Quality Review Program Update By Pat Breslin, Manager Data & Field Services During the fall 2013 Vehicle and Equipment Quality Task Force (VEQ) meeting, the scoring of two separate origin quality review questions were changed. The first question that had the scoring changed is On multi-levels with hinge decks, are hinge decks raised and locked prior to loading? The question is found in the End Doors, Decks and Bridge Plate Procedures section. It is part of the railroad mechanical section and part of the contractor section of the quality review. Individual responsibility determines where the question is scored. The new question scoring, which became effective October 1, 2013, allows for multi-level hinged decks to be left in the down and locked position during the process of loading A deck vehicles, specifically A-1 positioned vehicles, if a person is used as a spotter guiding the vehicle into position and verifying that a minimum of 3 inches of vehicle roof clearance is maintained to the underside of the multi-level B deck or any obstruction. Under the previous scoring method, all multi-level hinged decks were required to be up and locked and to remain up and locked until the A-1 positioned vehicle was in place. The second scoring change was to a new question that was introduced in the quality review in January The question is part of the Vehicle Securement section. The question, Is a post loading inspection of chock application and condition conducted? The scoring on this question now includes: Is there a chock application/condition vehicle post loading inspection performed after the vehicles are loaded and secured on the multi-levels? If the answer is no, the question scores a 0%. If the answer is yes, the persons performing the vehicle securement post loading inspection are given a 10 question general knowledge test on the proper application of chocks and harnesses used at their operation. The test also includes general knowledge questions on chock condition and what would condemn a chock from being used to secure vehicles. The scoring of this question initially was scored by inspecting four loaded multi-level decks after the vehicles were secured and post load inspected. If you would like a copy of the general knowledge questions that are part of the bi-level or tri-level vehicle post loading test, please Pat_breslin@aar.com with Vehicle Post Loading Test Request as the subject line.

12 Page 12 Coupler & Deck Height Measurements By David Hendrixon Damage Prevention Newsletter In the last few months, we have received many inquiries on how to correctly measure the coupler spacing and deck heights of the new Auto Flex, National Steel Car, and MultiMax multi-levels. The following photos will illustrate the reference points for determining the correct coupler distance and deck height measurement for each type of new multi-level.

13 Damage and Prevention Newsletter Page 13 In most cases, when one of these new multi-levels is coupled to a radial or rave end door, the deck height difference will exceed 3 inches. Although it is acceptable to spot deck height differences of up to 4 inches together, a spotter must be used for each vehicle that crosses these junctions that have a difference of 3 inches or greater.

14 Page 14 Damage Prevention Newsletter National Steel Car Tri-Fold End Door By Ray Fries Over the past few years, the industry has seen a growth in new multi-level end door designs. National Steel Car (NSC), Hamilton, Ontario, has developed its version of a tri-fold style end door. It is important that field people are able to identify this end door. One way to identify the end door is to look at the inside sheer panel and find the autorack certification stencil. If the certification stencil states NSC-HAM, then the autorack was made by NSC, and it has the NSC version of a tri-fold end door (see photo). NSC-HAM Certification Identifies NSC Autorack with Tri-Fold End Door

15 Damage Prevention Newsletter Page 15 Another way to help identify the NSC tri-fold end door is to view the somewhat unique way that the end door opens and stores. The end door extends outward from the outside of the autorack, as seen in the photo on the left. Another unique characteristic of the NSC tri-fold end door design is the step sill (right photo). The end door has a retractable step with a clever locking system, which uses a key slot for the up and the down locking positions. The handles for the retractable step are an option. Tri-Fold End Door Extends Outward from Autorack Retractable Step Sill on NSC Tri-Fold End Door Field personnel should be able to identify the NSC tri-fold end door using this information, which will be important when determining how to measure coupler spreads.

16 Page 16 Damage Prevention Newsletter Loss & Damage Payout & Ratio First Half 2013 For the first six months of 2013, the loss and damage freight claim payout for reporting U.S. and Canadian railroads was $46.3 million a decrease of 7.8 percent from the same period in For U.S. Class I railroads, the ratio of loss and damage to freight revenue for the first half 2013 was 0.12 percent the same percent as recorded during the first half To Our Readers, Best Wishes for a Joyous and Safe Holiday Season! From the TTCI/AAR DP&LS Staff

17 Damage Prevention Newsletter Page 17 Damage Prevention & Loading Services Contacts DOT Road Pueblo, CO Gary Held, Director Damage Prevention & Loading Services Phone Tom Feltault, Senior Manager Damage Prevention Engineering Phone Mike Sandoval, Manager AAR Loading Rules Phone Travis Wolgram, Senior Engineer Damage Prevention Phone Ray Fries, Manager Field Operations Phone Pat Breslin, Manager Data and Field Services Phone David Hendrixon, Damage Prevention Specialist Phone Recent DP&LS Publications Available at General Information Series No. 735, Elimination of Doorway Protection in Loads of 58-in. Diameter Roll Pulpboard in a 1-1 Offset Pattern in Cushioned Boxcars with 16-ft. Wide Double Plug Doors (10/13) General Information Series No. 736, Nonmetallic Strap Substitution for Steel Strap as Doorway Protection in Boxcars (Cancels GIS No. 715) (11/13) General Information Series No. 737, Rubber Mats Used for Doorway Protection with 58-in. Diameter Roll Pulpboard and Similar Roll Paper Products Loaded in a Single Layer in a 1-1 Offset Pattern (11/13). The single copy price for each G.I.S. is $6.00 for members and $12.00 for nonmembers. To be the provider of choice for advancing railway safety and technology. DP&LS The address for the DP&LS group is: Damage Prevention and Loading Services Transportation Technology Center, Inc. P.O. Box DOT Road Pueblo, CO Gary Held Tom Feltault Mike Sandoval Travis Wolgram Ray Fries Pat Breslin David Hendrixon