Standardized Technical Specification PRIIA 305 Next-Generation Equipment Committee Diesel Multiple Unit (DMU) Passenger Rail Cars

Chapter 10 HVAC System

Revision 0.1

Copyright 2012 Amtrak All rights reserved

Table of Contents

10-1

Table of Contents
10.0 HVAC System .......................................................................................................... 10-2 10.1 Overview ............................................................................................................. 10-2 10.2 General Requirements......................................................................................... 10-2 10.3 Design Parameters .............................................................................................. 10-4 10.4 Comfort Requirements ........................................................................................ 10-4 10.4.1 Interior .......................................................................................................... 10-4 10.4.2 Noise ............................................................................................................. 10-5 10.5 Air Conditioning.................................................................................................. 10-5 10.6 Heating ............................................................................................................... 10-7 10.7 Ventilation .......................................................................................................... 10-8 10.8 Fresh Air Dampers .............................................................................................. 10-9 10.9 Controls ............................................................................................................ 10-10 10.9.1 Sensors ....................................................................................................... 10-10 10.9.2 Use of Controls............................................................................................ 10-10 10.9.3 Status Display............................................................................................. 10-11 10.9.4 Ventilation Cut-Out Switch ......................................................................... 10-11 10.9.5 Freeze Protection ......................................................................................... 10-11

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1

HVAC System

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10.0
10.1

HVAC System
Overview

Each Diesel Multiple Unit (DMU) car shall be equipped with two roof-mounted, Heating, Ventilation and Air Conditioning (HVAC) units. The HVAC units shall be removable and selfcontained, and shall utilize scroll compressors using R400-series refrigerants for cooling. R134a refrigerant may be proposed with Customer approval. A non-chemical refrigerant system may also be proposed for consideration by the Customer. Temperature control shall be provided by a microprocessor based integrated HVAC control system that monitors outside and inside temperatures and adjusts the systems cooling and heating functions to maintain a comfortable inside temperature and humidity level throughout the range of environmental and climatic conditions identified in PRIIA Specification 305-912. Dampers on the fresh air intake vents shall control the amount of outside air taken in by the HVAC system. The air conditioning and basic ventilation for each car shall be provided by two identical interchangeable, unitized, air conditioning systems. Each system shall provide air conditioning to the entire car at half the required capacity, in case of failure of the other system. The DMU shall have a main air distribution duct in the ceiling of the car, which shall supply the main ceiling air diffusers and supplementary side wall air diffusers located above the side windows. Heating shall be provided by forced air overhead heat in the HVAC units and by convection floor heaters along the base of the side walls in the car interiors. Freeze protection shall be provided at the side door thresholds and all fresh water system components that may be exposed to freezing conditions. 10.2 General Requirements

The HVAC system shall provide a comfortable temperature controlled environment of the interior areas of all DMUs as follows:

The DMU shall be designed to operate in all environmental and climatic conditions identified in PRIIA Specification 305-912. The DMUs interior temperature, including the Engineers cab, shall be maintained to the specified value (68F - 76F) under all specified conditions. Passenger load shall be assumed to be AW3 for cooling load calculations. Heat and cooling requirements shall include the opening of both sets of side doors on alternating sides of the car every 15 minutes and held open for two minutes, to simulate passenger loading and unloading in all outside ambient temperatures identified in PRIIA Specification 305-912. Ambient conditions as specified and heat losses due to train motion shall be included in HVAC system performance evaluation.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

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HVAC System

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Air losses due to door and carbody leakage shall be included in the HVAC system performance evaluation.

A microprocessor based, integrated HVAC system shall be provided. The system shall be designed to maintain the specified interior passenger area temperature and humidity and to also assure adequate interior ventilation. The Contractor shall prepare, and submit for the Customer's approval during design review, a detailed heating and cooling load analysis along with recommended heating, cooling and ventilation capacities. In no case shall the total heating capacity be less than 40 kilowatt (kW) not including the forced air control cab heater, nor shall the total refrigeration capacity be less than 192,000 BTU/Hr. The HVAC unit manufacturer shall conduct qualification testing to verify this design, heating and cooling capacity per ASHRAE Standard 37-05. This testing is further discussed in Chapter 19. The HVAC system shall be powered from the 480VAC, 3-phase, 60 Hz supply. The temperature controls shall operate from the 120VAC, 1-phase, 60 Hz supply, and the freeze protection circuits shall operate from the 120VAC, 3-phase, 60 Hz supply. The HVAC system shall be designed to perform at the nominal voltages and operate within the voltage and frequency tolerance ranges specified in PRIIA Specification 305-912. To minimize the effects of motor inrush currents on the head end power system, the controls shall incorporate a method to provide staggered starting of the refrigerant compressor motors. The startup timing shall be set to stagger the startup of the A/F-end unit at least 15 seconds before the B-end unit. Freeze protection shall be provided and turned on when the ambient outside temperatures drop below 40F, and shall shut off when the outside temperatures rise to 50F. The HVAC system shall be controlled by a microprocessor temperature control using a sufficient number of temperature sensors to properly regulate heating and cooling in response to temperature changes inside and outside the DMU. Temperature sensors in the car body shall be located to accurately reflect temperature changes without being unduly influenced by external heat sources or solar radiation. HVAC system circuit breakers and temperature control adjustment devices shall be located in the electrical locker and shall be accessible only to the operating and maintenance crews. Circuit breakers, controls and relays shall be inaccessible to the passengers. The HVAC unit shall be a fully hermetically sealed system, without threaded components, or other non-welded fittings, except for two service ports (for high and low pressure) equipped with high quality industrial Schrader valves. Pressure transducers shall be provided to allow the microprocessor to monitor both the discharge and suction line pressures. A technician using a laptop/PTU shall be able to monitor both pressures without the use of pressure gauges. The performance of the entire assembled HVAC system as installed in a completed DMU vehicle shall be verified at the Climate Room Test specified in Chapter 19.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

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10.3

Design Parameters

The following parameters are to be assumed in the design of the cooling system:
Ambient Temperature Solar Load Passenger Heat Load Number of Passengers Carbody Heat Transmission 110F Dry Bulb/76F Wet Bulb, with 120F air entering the condenser Equivalent to 35 North Latitude, maximum solar heat rate, in accordance with ASHRAE calculation methods 440 BTU/hr/person at a heat ratio of 0.60 85 seated passengers (load level AW3) In accordance with the Contractors carbody insulation design to meet the requirements of this Specification but not greater than 800 BTU/hr-F for Stainless Steel. 15 Cubic Feet per Minute (cfm)/seated passenger, 9cfm/seated passenger permitted at outside temperatures above 100F. Normal DMU lighting, electrical equipment and appliance loads

Minimum Fresh Air Other Heat Loads

The following parameters are to be assumed in design of the heating system:

Ambient Temperature Carbody Heat Transmission -30F Dry Bulb In accordance with the Contractors car body insulation design to meet the requirements of this Specification, and not greater than 800 BTU/hr-F. 15 cfm/seated passenger, 9cfm/seated passenger permitted at outside temperatures above 100F. None None Quiet car lighting only (see Chapter 11)

Minimum Fresh Air Solar Load Passenger Load Other Heat Loads

10.4 10.4.1

Comfort Requirements Interior

The following temperatures shall be maintained within the DMU, including toilet rooms and cab, when the associated ambient outside temperatures are present:
Outside Ambient Below -30F -30F to +60F 60F to 110F Above 110F Layover Cool Mode Layover Heat Mode As system will provide 70F 2F (4F for toilet room) 74F 2F (4F for toilet room) As system will provide. 85F 2F (4F for toilet room) 50F 5F (4F for toilet room) Interior DMU Temperature

During all modes of air conditioning, the interior relative humidity shall not exceed 50%.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1

HVAC System

10-5

Except within the area of the side doors and vestibules, the HVAC system shall maintain a temperature variation of the following:

Vertical variation: On any vertical line, 4 in. above floor to 43 in. above floor, not closer than 12 in. from walls, and not closer than 20 in. from doors: 5F maximum difference between end points of the vertical line. Horizontal variation: On horizontal planes measured 4 in., 43 in. and 67 in. from floor, not closer than 12 in. from walls and not closer than 20 in. from doors: The temperature at any point within each plane should not exceed 3F from the average temperature in that plane. The average DMU temperature shall recover within 2F of the required interior vehicle temperature within three minutes maximum following a two minute door opening on one side of the vehicle. It shall be demonstrated that this requirement can be met during two hours of continuous door cycling of two minutes open and 15 minutes closed at the design conditions in both heating and cooling modes. Noise

10.4.2

The overall HVAC system shall be designed to minimize noise in the passenger and crew areas of the vehicle. The noise level from the HVAC system shall not exceed the values in the following table. Particular care shall be required at the return air grilles, cab supply vents and galley ceiling air diffusers. With the vehicle stationary and the HVAC unit in its noisiest cooling mode:
Interior noise level: Coach seating areas, cab, toilet rooms and galley Exterior noise level As specified in Chapter 9. 75 Decibels (Acoustic) (dBA) max (15 ft from centerline of DMU)

10.5

Air Conditioning

The DMUs shall be cooled using electromechanical equipment that has been proven in rail service. Two self contained, hermetically sealed, roof-mounted HVAC units shall be provided on each DMU. The HVAC units shall be identical, and shall be located equidistant from the coupler pulling face at approximately the vehicle quarter-points, based on space availability from any roof-top equipment enclosure. The same unit shall be used on all vehicle types. The units shall be designed for a 400-series refrigerant, conforming to 40CFR Part 82. All components within the unit, such as seals, shall be compatible with the refrigerant and its associated lubricants. The roof-mounted units shall be supplied with a stainless steel or aluminum housing and shall be mounted in water-tight recesses on the main carbody structural roof. There shall be a removable hatch over each unit that shall be of the same general appearance and contour as the main structural roof. There shall be no handles, flanges or other drag or noise inducing features on the hatch covers which project above the basic contour of the unit. The roofmounted units shall be designed such that all basic troubleshooting and running maintenance can be performed from inside the car through the return air grille, without removing the equipment from the DMU and without interference from other systems. Each HVAC unit shall supply conditioned air to the entire DMU. The main air ducts shall incorporate diagonal splitters so that all portions of the passenger areas receive conditioned air

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1

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from both HVAC units. The control cab in the cab/baggage car shall also have its own local thermostat. The air conditioning system shall be designed and adequately sized to maintain interior vehicle temperature as specified at the normal ambient conditions. For ambient temperatures at or above 110F Dry Bulb/76F Wet Bulb, with air entering the condenser above 120F, the air conditioning system shall be capable of maintaining cooling at a reduced capacity, but in no case shall the average interior temperature be more than 25F below the outside temperature. Application and integration of the system is to be in accordance with the recommendation of the air conditioning manufacturer who shall also specify air flow requirements. Each HVAC unit shall be totally self-contained, easily removable, and shall consist of a compressor/condenser section and an evaporator section with electric heating units. Tapered guide pins or suitable method shall be provided to guide the unit into its position on the roof. The installation and removal process, including removing and installing all mounting hardware, and electrical connections, shall be demonstrated for Customer approval at the design review. A condensate drain pan shall be provided beneath the evaporator coil, headers, thermal expansion valves and coil U bends to collect moisture from the evaporator components subject to sweating. The condensate drain pan shall be made of stainless steel, with stainless steel or copper alloy fittings and shall discharge into the roof top drain pan. The HVAC unit shall be mounted above roof top drip pans that shall be sealed against moisture entering the carbody. The roof top drain pans shall catch the evaporator condensate as well as any water entering the compressor/condenser section. The collected moisture shall be directed to the roadbed through the DMU sidewall, without leaking into the vehicle structure and shall not be discharged on undercar structure, wheels, brakes or electrical equipment. The exits of the drain pan lines to the undercar shall be arranged in an approved manner that shall be readily accessible for maintenance, and shall be protected against clogging and rodent entry. The refrigeration system shall include, at a minimum, the following components and features:

The units shall be designed for an R400-series refrigerant, conforming to 40CFR Part 82. All components within the unit, such as seals, shall be compatible with the refrigerant and its associated lubricants. A single scroll with modulation or two scroll-type refrigerant compressors working in tandem shall provide, at a minimum, 50% and 100% capacity control. If tandem scrolls are employed, means shall be provided to alternate use of compressors during single stage cooling so as to equally distribute use and wear. Two scroll compressors may be used with shared evaporator coils and modulation with hot gas by-pass separated in two independent circuits. Refrigerant compressor shutdown control shall be by means of a pump down cycle that senses suction line pressure. Bump starting of the refrigerant compressors. A refrigerant control box, containing; pressure switches, transducers, service switches, etc. Direct drive condenser fan and motor assemblies. Condenser coil assemblies with 0.008 in. thick copper or coated aluminum fins on 0.38 in. diameter copper tubing at a spacing of 8 fins per in. Contractor may propose microchannel coils of aluminum or coils with copper tubing of smaller diameter with Customer approval.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

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One charging and one evacuation port equipped with high quality Schrader valves and sealing metal caps. A filter drier. Discharge line check valves. Sight glass/moisture indicators. Direct drive supply air blower and motor assemblies. Liquid line solenoid valves (2 per unit). Thermal expansion valves (2 per unit). Evaporator coil assemblies with two horizontally split sections for modulated and full cooling. Coils may have independent circuitry. The assembly shall have 0.008 in. thick copper or coated aluminum fins on 0.38 in. diameter copper tubing at a spacing of 10 fins per inch. High and low pressure switches. High and low pressure transducers.

For cab compartment air conditioning, refer to Chapter 16. 10.6 Heating

The cars shall be electrically heated using forced air overheads heaters in the roof-mounted HVAC unit and by convection heaters at the sidewalls. The heating system shall compensate for carbody losses and fresh air heating loads. The heating system shall be designed, controlled and be adequately sized to maintain interior temperatures as specified, throughout the DMU at normal outside ambient conditions. Overhead and floor heat shall be divided into stages, or shall be a single stage operating on a Pulse Width Modulation (PWM) switching device. If multi-staged, the size of each heating stage shall be chosen and controlled so that cycling of the heating contactors is minimized. The overhead heaters shall be protected against over temperature. Three protection devices shall be installed, an air flow sensing device and two self-resetting thermoswitches. The air flow sensing device shall disable the overhead heat switching device and the refrigerant compressor switching device by disabling the respective control circuits when there is insufficient or no air flow. The first thermoswitch shall disable the overhead heat switching device whenever temperatures in the heater section reach dangerous levels. It shall reset automatically. The second thermoswitch shall have a slightly higher temperature setting than the first thermoswitch, disable the overhead heater switching device, energize the shunt trip coil of the overhead heat circuit breaker and require a manual resetting of the overhead heat circuit breaker. The total over temperature protection method shall be reviewed by the Customer at the design review. Electric baseboard floor heaters, mounted behind stainless steel guards, shall be provided along both sidewalls. Baseboard heaters shall also be provided in the Engineers cab in addition to the forced air heater described in Chapter 16. Antifreeze protection, activated at an outside temperature of 40F, shall be provided for the side door thresholds, side door pockets, water tank and water drain valves. The protective heater circuits shall be protected by an independent circuit breaker. Refer to Chapter 15 for additional Water and Waste System details.
PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved Rev. 0.1

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Layover heat shall be provided by the sidewall floor heat and shall maintain an interior temperature of 50F 5F, including the cab. During layover heating, the evaporator fans shall not operate and the fresh air damper shall be closed. The heating system shall include, at a minimum, the following components and features:

Staged or modulated forced air electrical overhead heat. Forced air heater over temperature protection devices. Staged or modulated electrical convection sidewall heaters.

For additional cab compartment heating requirements, refer to Chapter 16. 10.7 Ventilation

The ventilation system shall include, at a minimum, the following components and features:

Exterior fresh air intakes with water eliminators and frame type disposable air filters Electrically motorized automatic fresh air dampers Frame type disposable return air filters Air distribution ducts Air diffusers and grilles Exhaust ducts Exhaust fans Emergency fan shutoff switches

Ventilation of the DMU shall be provided by blower fans supplied as part of the HVAC units. Fresh air shall enter the DMU through stainless steel fresh air intakes and air filters and shall pass through stainless steel ducts which include drains for condensation and water to be diverted to the outside of the DMU. Re-circulated air shall pass through stainless steel grilles into a plenum chamber where it shall mix with the fresh air and passes to the HVAC unit blower. The blower fans shall move the mixed air through the cooling and heating coils and force the conditioned air into the supply air ducts. The duct shall be sized to minimize noise from air velocity. Conditioned air shall be delivered to the DMU interior through longitudinal, diagonally split supply air ducts into longitudinal diffusers which are located along the ceiling of DMU. Local diffusers shall also be provided for the Engineer cab and the galley in the caf/lounge car. The diffusers shall be designed to deliver equalized airflow throughout the car and meet the temperature variation requirements specified. The velocity of discharge air shall not exceed 100 feet per minute (fpm) measured 6 in. below the face of the diffusers. Air delivery performance shall be verified during HVAC system proof-of-design testing. Refer to Chapter 19. The diffusers shall be fixed on all DMUs, except for the one designated for proof-of-design testing, where adjustable diffusers may be used. The total air flow from the evaporator blower fans on both HVAC units shall be determined by the Contractor to meet the interior requirements at the specified ambient temperatures, but shall not be less than 4500 cfm. The evaporator blower fans shall be sized to overcome the high external static pressure as determined by the Contractor. The blower shall be centrifugal
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type, directly driven from the motor shaft. The motor shall be TEFC, class H insulation, resiliently mounted, and equipped with permanently lubricated sealed bearings. Intake of filtered fresh air shall be provided for each end of the DMU at one-half of the total required fresh air volume as specified in Chapter 10, regardless of car position in a train or the train speed and shall be adequate to maintain the positive pressurization requirements of this Specification. Baffle plates shall be used to set the volumes of fresh and re-circulated air. The baffle plates shall be fixed on all DMUs, except for the one designated for proof-of-design testing, where adjustable baffle plates may be used. An exhaust fan vented to the exterior of the DMU shell shall be provided in each toilet room. Toilet room exhaust shall, at all operating speeds, maintain a negative pressure in the toilet room at all times as compared to the rest of the car interior. An exhaust fan shall be provided in the electric locker to assist in cooling the electrical equipment in the electrical locker. The electric locker fans shall draw air from the DMU interior and exhaust it to the vehicle exterior. The temperature controls shall provide for ventilation with no heating or cooling when temperature conditions fall in the ventilation range shown in the comfort requirements table above. Ventilation detection and interlocking devices shall be provided and installed such that there shall be no overhead heat and/or cooling when absence of ventilation is detected. The ventilation system shall provide a minimum positive carbody pressurization of 0.1 in. water gage (with full fresh air flow) above ambient exterior pressure with all exterior doors and windows closed and the toilet room and electric locker exhaust fans running, and the DMU operating at normal speeds. Fresh and re-circulated air shall be filtered at the HVAC units by disposable pleated-type filters or disposable synthetic bulk media type filters. The filters shall be located for ease of replacement from inside the car via the return air grille, and shall meet the requirements specified in PRIIA Specification 305-907 and be commercially available. In addition, the fresh air exterior intakes shall be fitted with louvers or grilles that prevent ingress of water. 10.8 Fresh Air Dampers

The fresh air intakes shall be equipped with electrically power operated, infinitely variable, fresh air dampers that shall at a minimum provide three positions: FULLY OPEN, RESTRICTING and FULLY CLOSED. Controlled by the vehicle temperature control panel, the dampers shall be used to provide full fresh air into the DMU under normal operating conditions. With temperatures outside the normal range, the dampers shall operate variably between OPEN and CLOSED to optimize fresh air quantity for the purpose of maintaining the required interior temperature while providing the maximum possible percentage of full fresh air. During layover and warm up/cool down, the dampers shall be fully closed. The damper frame, blades and hardware shall be constructed of corrosion resistant material so they will last the life of the DMU with no attention other than inspection and cleaning at 8-year DMU overhauls. The drive motor shall be robust and readily available.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1

HVAC System

10-10

The dampers shall incorporate a spring close feature so that they self-close upon loss of power. They shall also incorporate a position sensor to provide a feedback signal to the temperature control panel. Design of the damper unit shall keep the number of adjustments required to a minimum. Once settings are made, they shall be locked so they remain fixed for the life of the damper. 10.9 Controls

Heating and cooling control shall be controlled by a microprocessor using solid state sensors for temperature and pressure data. The output of the microprocessor shall drive solid state and electromechanical relays and contactors which shall, in turn, control electrical power to the heater elements, motors and various control devices. The changeover between heating and cooling shall be automatic and, except for the reheat stage of overhead heat, shall preclude the simultaneous operation of heating and air conditioning. The microprocessor application software shall permit maintenance personnel using the PTU to modify temperature and pressure set-points as well as various other parameters, such as timers. 10.9.1 Sensors

At a minimum, the following temperature sensors shall be required:

Three interior temperature sensors located throughout the passenger seating area. Return air sensor at each HVAC unit return air grille. Fresh air sensor at each HVAC unit fresh air inlet. Supply air sensor in each side of the split main duct. Freeze protection thermostat located in a position that accurately measures outside temperature. Cab control compartment thermostat. Use of Controls

10.9.2

The temperature control system shall operate automatically. When the DMU is put into service, the mode selector switches shall be placed in the NORMAL position. The panel shall then operate without further attention until the car is taken out of service. The mode selector switches are crew-operated controls for the DMU temperature control system. These switches shall determine the operating mode of each of the two HVAC systems. The mode selector shall switch from NORMAL to LAYOVER without cycling the HVAC through OFF. Positions and functions are as follows:
Name
NORMAL LAYOVER

Function DMU HVAC set up shall provide the normal occupied vehicle environment. All systems operate. Used for DMU storage in summer to minimize energy consumption, yet still maintain interior temperature of 85F. Used for DMU storage in winter to minimize energy consumption, yet still maintain interior temperature of 50F. Only floor heat shall be available.

OFF

Used to shut off all DMU heating and cooling when vehicle is being serviced or in storage. Does not disable the freeze protection system.

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1

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10.9.3

Status Display

Each HVAC control panel shall include an indicator and monitor display which shall show the control logic state. Indications shall be by means of suitably labeled Light Emitting Diodes (LEDs) or by an LCD screen, which shall display all microprocessor requests for heating or cooling from the zones controlled from that panel. Fresh air temperature, supply air temperature, return air temperature, suction line pressure and discharge pressure shall be displayed for each HVAC unit. Overload indicators and resets shall be available for use by the train crew without exposing the crew to hazardous voltages. The HVAC controller shall be capable of downloading data using a laptop computer that is loaded with the Contractors HVAC diagnostic software. The HVAC software shall have the capability to monitor the HVAC system, test the HVAC system and override the control system. It shall log all faults and download history. The control system shall include, at a minimum, the following components and features:

Temperature control panel Temperature sensors Motor starters Motor protective devices Heater switching devices Pressure transducers Diagnostics and test capabilities

The Contractor shall submit a temperature control schedule and a detailed description of operation for approval by the Customer at the HVAC system design review. 10.9.4 Ventilation Cut-Out Switch

A ventilation system isolation switch shall be located at each end door passageway, and on the vestibule wall next to the electrical locker door. These switches shall turn off the HVAC system blowers on both HVAC units to prevent the circulation of smoke or fumes throughout the DMU in the event of an emergency. The switches shall be wired in series so that any one switch shall shut the ventilation system off. These switches shall be labeled VENTILATION CUT-OUT in accordance with Amtraks interior signage manual. The switches shall be two-position with a red spring-loaded flip-up cover that must be lifted to place the switch in the CUT-OUT position. Forcing the cover into the CLOSED position shall return the switch to the ON position. 10.9.5 Freeze Protection

The freeze protection system shall allow unrestricted DMU operation of water, waste and door systems down to -30F ambient, under all weather and train operating conditions. See Chapter 15.

* End of Chapter 10 *

PRIIA 305-009/Amtrak 995 Technical Specification Copyright 2012 Amtrak All rights reserved

Rev. 0.1