MSRP-K 05

3/1/05
Association of American Railroads

SAFETY AND OPERATIONS
(See copyright statement next page)
MANUAL OF STANDARDS
AND
RECOMMENDED PRACTICES
SECTION K—PART I
RAILWAY ELECTRONICS
ISSUE OF 2005
Effective March 1, 2005
Compiled under the direction of the Committees responsible for the subjects shown herein.
Published by
The Association of American Railroads

50 F Street, N.W., Washington, D.C. 20001-1564
© Copyright Association of American Railroads
Printed in U.S.A.
3/1/05
Copyright © 2005 by the Association of American Railroads (AAR)

Safety and Operations
50 F Street, N.W.
Washington, D.C. 20001-1564
All rights reserved, including the right to reproduce this book in any
form. It is the AAR’s intention that this publication be used to pro-
mote the objectives of the AAR and its members for the safe, efficient,
and uniform interchange of rail equipment in North America. To this
end, only excerpts of a rule or specification may be reproduced by the
purchaser for their own use in promoting this objective. No portion of
this publication may be displayed or otherwise made available to
multiple users through any electronic distribution media including
but not limited to a local area network or the Internet. No portion may
be sold or used for advertisement or gain by any entity other than the
AAR and its authorized distributor(s) without written permission from
the AAR.
AAR Manual of Standards and Recommended Practices
2/1/03 Railway Electronics
ORDERING INFORMATION
Copies of the various sections of this manual can be obtained as follows:
ORDERS FOR Publications Department

PUBLICATIONS Transportation Technology Center, Inc.
P.O. Box 11130
55500 DOT Road
Pueblo, CO 81001
Email: pubs@ttci.aar.com
Phone: Toll-free 877-999-8824, Direct 719-584-0538
Fax: 719-584-7157
TTCI Web page: www.ttci.aar.com
CIRCULAR Subscriptions to Circular Letters of the AAR Safety and Operations’ Technical Services are available in
LETTER hardcopy or electronic format (online access via AAR’s Web page at www.aar.org). Circulars are issued
SUBSCRIPTIONS at least monthly and include industry letter ballots and results, arbitration decisions, notification of rules
and standards revisions, industry early warning and maintenance advisories, and other information related
to mechanical rules and standards. Annual subscriptions commence on July 1 and terminate on June 30
of each year.
For ordering information, contact the following:
Phone: Toll-free 877-999-8824, Direct 719-584-0538
Fax: 719-584-7157
Email: pubs@ttci.aar.com
AAR Web page: www.aar.org
TTCI Web page: www.ttci.aar.com
TECHNICAL For technical questions regarding this manual, contact the following:
QUESTIONS Railway Electronics Task Force
Transportation Technology Center, Inc.
P.O. Box 11130
55500 DOT Road
Pueblo, CO 81001
Email: electronics@ttci.aar.com
Phone: 719-584-0795
Fax: 719-585-1895
2/1/03 K–i
THIS PAGE LEFT BLANK INTENTIONALLY
K–ii 2/1/03
TO THE USER
Section K—Railway Electronics, Manual of Standards and Recommended Practices, Association of
American Railroads (AAR), contains specifications and standards for railway electronics.
USER’S GUIDE
Section K contains three standards, no specifications, and no recommended practices at this time.
It consists of the following:
• Preface: A listing of the subjects covered in the individual volumes making up this man-
ual. This preface is part of each section.
• Table of Contents in Alphabetical Sequence: A generalized subject listing that indi-
cates applicable specifications, standards, and recommended practices.
• Specifications, Standards, and Recommended Practices: The body of this volume
deals specifically with railway electronics.
• Revised Page Dates: The latest revision date of each page in Section K.
RELATED SECTIONS
Section K—Railway Electronics, should be used in conjunction with the following:
• Section K—Railway Electronics, Parts II and III
• Section M—Locomotives and Locomotive Interchange Equipment
• Section J—Specifications for Quality Assurance, M-1003
RESPONSIBILITY
The coverage of Section K—Railway Electronics, is the responsibility of the AAR Railway Electron-
ics Task Force.
2/1/03 K–iii
PREFACE
The Manual of Standards and Recommended Practices of the Technical Services Division, Associa-
tion of American Railroads, is issued by authority of the Management Committee of the Division
and includes all regularly adopted specifications, standards, and recommended practices of the As-
sociation of American Railroads.
The manual is composed of the following sections:
• Section A, Part I—Table of Contents, Alphabetical and Numerical Index of Sections A
through N inclusive
• Section A, Part II—Miscellaneous Specifications, Standards (010 Series), and Recom-
mended Practices (010 Series)
• Section A, Part III—Vacant
• Section B—Couplers and Freight Car Draft Components (100 Series)
• Section C—Car Construction—Fundamentals and Details (200 and 2000 Series)
• Section C, Part II, Volume 1—Specifications for Design, Fabrication, and Construction of
Freight Cars, M-1001
• Section C, Part II, Volume 2—Appendices M-1001
• Section C, Part III—Specifications for Tank Cars, M-1002
• Section D—Trucks and Truck Details (300 and 3000 Series)
• Section D, Part II—Code for Designating Design Features for Side Frames and Truck Bol-
sters (300 and 3000 Series)
• Section E—Brakes and Brake Equipment (400 and 4000 Series)
• Section E, Part II—Electronically Controlled Brake Systems
• Section F—Vacant
• Section G—Wheels and Axles (600 Series)
• Section G, Part II—Wheel and Axle (Shop) Manual (600 Series)
• Section H—Journal Bearings and Lubrication (700 Series)
• Section H, Part II—Roller Bearing (Shop) Manual (700 Series)
• Section H, Part III—Lubrication (Shop) Manual (700 Series)
• Section I—Intermodal Equipment Manual
• Section J—Specification for Quality Assurance, M-1003
• Section K—Railway Electronics (5700 Series)
• Section K, Part II—Railway Electronics (5800 Series)
• Section K, Part III—Railway Electronic (5900 Series)
• Section L—Lettering and Marking of Cars (900 Series)
• Section M—Locomotives and Locomotive Interchange Equipment
• Section N—Multi-Level Manual
Specifications are designated with an “M” prefix (e.g., M-900). Standards are prefixed “S” (e.g.,
S-900). Recommended Practices carry the prefix “RP”( e.g., RP-900). The prefix “S” or “RP” will be
followed by a three- or four-digit number. The first digit, 0 through 9, indicates the section in which
the standard or recommended practice can be found, as shown in parentheses above.
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SECTION K
TABLE OF CONTENTS IN
ALPHABETICAL SEQUENCE
Subject Standard Page

AEI Site-to-Host Consist Report Format S-918A K–193
End-of-Train Communications S-5701 K–16
Railroad Electronics Environmental Requirements S-5702 K–48
Railroad Electronics Standards Configuration Management S-5700 K–1
Standard for Automatic Equipment Identification S-918 K–87
Appendix A Revised Page Dates K–261
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RAILROAD ELECTRONICS STANDARDS

CONFIGURATION MANAGEMENT
Standard
S-5700
Adopted: 2000
TABLE OF CONTENTS
Paragraph Subject Page No.
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
1.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
1.2 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
1.3 Terms and Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–3
2.0 Configuration Management Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
2.1 Organizational Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
2.2 Responsibilities and Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
3.0 Configuration Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
3.1 Item Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
3.1.1 TRB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
3.1.2 Railroads. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
3.1.3 Vendors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
3.2 Maintenance Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
4.0 Configuration Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
4.1 Depth Of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
4.2 System Problem Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
4.2.1 System Problem Report Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9
4.2.2 Technical Review Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9
4.2.3 Implementation of Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
4.2.4 Revision Notices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
5.0 Configuration Authentication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
5.1 Documentation Reconciliation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
6.0 SPR Status Accounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
6.1 SPR Data Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
6.2 Status Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
7.0 Project Support Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
7.1 Primary Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
7.2 Automated Support Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
Appendix A System Problem Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–11
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1.0 INTRODUCTION
1.1 Scope
1.1.1 This plan establishes the Configuration Management (CM) practices to be used on all hard-
ware, software, and documentation developed by the Association of American Railroads (AAR) for
electronic and communications specifications and standards, as shown in Table 1.1, inclusive. The
intent is to cover only AAR standards and specifications and does not apply to standards and spec-
ifications used by the industry but not maintained by the AAR. This plan is meant to present a
general idea of the configuration management to be implemented for these items. Configuration
management procedures, which contain detailed information on required practices, are found in
Appendix A to this document.
1.1.2 Configuration management is a process to do the following:
• Identify and document the functional and physical characteristics of configuration items
• Audit the configuration items to verify conformance to specifications, standards, and other
contract requirements
• Control changes to configuration items and their related documentation
• Record and report information needed to manage configuration items effectively, including
the status of proposed changes and the implementation status of approved changes.
1.2 Purpose
The purpose of this document is to support the railroads in maintaining electronics standards and
specifications used to design and build systems and components for railroads. The document is
divided into eight sections that describe the configuration management methods.
• Paragraph 1.0 describes the scope of the document.
• Paragraph 2.0 describes how the CM organization is set up and the responsibilities within
the organization.
• Paragraph 3.0 identifies configuration items (CIs) and responsibility for configuration
management of these items.
• Paragraph 4.0 describes methods used to process system problem reports.
• Paragraph 5.0 describes the verification process for changes to configuration items.
• Paragraph 6.0 describes how all changes to CIs are tracked and reported.
• Paragraph 7.0 describes the Project Support Library, which is the repository of all elec-
tronic configuration-management-related data.
• Appendix A contains details on System Problem Reports.
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Table 1.1 Listing and responsibilities

Standard/Specification Primary Responsibility
Locomotive System Integration M590, M591 Locomotive Committee (LC)
End of Train Specification LC
AEI Equipment Engineering Committee (EEC)
Wayside Equipment Interface Communications, Signal, and Train Control WC (CSTCWC)
Train Control Standards PTC Management Committee
ECP Brake Braking Systems Committee
Highway Grade Crossing Systems Highway Rail Grade Crossing and Trespasser Prevention Committee
900 Mhz communications (ATS Specification 200) WCTF
APCO-25 WCTF
Event Recorder LC
Trailing locomotive control* LC
Dynamic braking control* LC
High capacity data link* WCTF
* Future specification
1.3 Terms and Acronyms
The following abbreviations and acronyms are used in this document:
Table 1.2 Abbreviations and acronyms
Acronym Meaning
AAR Association of American Railroads
BSC Braking Systems Committee
CDR Critical Design Review
CI Configuration Item
CM Configuration Management
CMP Configuration Management Plan
CSTCWC Communications, Signal, & Train Control WC
EEC Equipment Engineering Committee
ECP electrically controlled pneumatic
LC Locomotive Committee
PTCMC Positive Train Control Management Committee
QA Quality Assurance
RETF Railway Electronics Task Force
RFP Request for Proposal
RN Release Notice
SPR System Problem Report
TRB Technical Review Board
TTCI Transportation Technology Center, Inc.
TSWC Technical Services Working Committee
WABL Wheels, Axles, Bearing and Lubrication Committee
WCTF Wireless Communications Task Force
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2.0 CONFIGURATION MANAGEMENT ORGANIZATION

2.1 Organizational Structure
Configuration management will be administered by a Railway Electronics Task Force (RETF) com-
posed of staff from AAR member railroads. This is a multidisciplinary team from mechanical, engi-
neering, information technology, operations, communications, and signal areas. A technical review
board (TRB), discussed in detail in paragraph 4.2.2, will evaluate proposed changes to the configu-
ration items. The TRB will consist of at least one member of the RETF and representative(s) of the
TTCI support staff. TRB matters will be handled during regularly scheduled RETF meetings.
Fig. 2.1 illustrates the CM Organization and the TRB as they relate to the AAR for technical
approval only. For management purposes, the RETF is a subordinate task force of the Technical
Services Working Committee (TSWC).
Class I Railroads
Safety and Operations MC
CSTCWC TSWC
Responsible Technical Committee or Task Force
Railway Electronics Task Force
Technical Review Board
TTCI CM Support Staff
Outside Technical Assistance
Fig. 2.1 Configuration management organization for technical approval

2.2 Responsibilities and Authority
2.2.1 The TTCI CM support staff has the responsibility to provide configuration management
support to the Railway Electronics Task Force (RETF) and the AAR. TTCI is a non-voting member
of the RETF. The TTCI CM support staff’s responsibilities are as follows:
• Develop and maintain configuration management standards and plans for configuration items produced
by the AAR.
• Provide administrative services (e.g., log and distribute SPRs) and guidance to the Technical Review
Board (TRB).
• Review proposed changes to AAR configuration items for completeness, accuracy, and interface impact
prior to review by the TRB.
• Ensure TRB-approved changes to AAR configuration items are completed correctly.
• Prepare and distribute configuration items produced by the AAR and TTCI.
• Prepare and distribute System Problem Report Status Accounting reports.
• Maintain physical control and up-to-date representations of AAR configuration items in both hard copy
and machine-readable form.
2.2.2 Configuration management of railroad-generated configuration items (e.g., documents and
databases) is the responsibility of each individual railroad. Configuration management of vendor-
generated configuration items (e.g., products and associated documentation) is the responsibility
of each individual vendor. It should be noted that the intent of this plan is to ensure thorough and
complete configuration management and not to change existing CM practices.
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3.0 CONFIGURATION IDENTIFICATION

3.1 Item Identification
This section identifies configuration items. Responsibility for these items is divided into three
areas: the TRB, railroads, and vendors.
3.1.1 TRB
3.1.1.1 The TRB is responsible for configuration management of all hardware and software stan-
dards and specifications. This includes the configuration management plan, any system specifica-
tions, communications specifications, component specifications, component test plans, test file
development software, and discussion papers. These CIs will, if practical, be maintained in a sin-
gle database.
3.1.1.2 The TRB is responsible for AAR configuration items (see Table 1.1), organizational
responsibilities for configuration management of CIs, and tracking parameters used in configura-
tion management. The lists of configuration items and traceability parameters are likely to grow
as new standards and specifications are added.
3.1.1.3 Standards, specifications component test plans, and other documents will be tracked with
a common revision number. The revision number will consist of a version number and an amend-
ment number (e.g., revision 3.4 indicates version 3, amendment 4). When functionality is added to
or deleted from any configuration item or physical characteristics are changed for any specified
hardware, the version number will be incremented. The amendment number will be incremented
when clarifications or corrections are made to any configuration item to implement existing func-
tionality.
3.1.1.4 New versions will be issued with:
• A revision notice
• A reference matrix
• Applicable SPRs
• New covers
• Updated change record sheets
• New documents
3.1.1.5 The revision notice will announce the new version and will contain a summary of changes
made to all configuration items. The reference matrix will consist of a list of all configuration items
tracked with the revision number and a list of all versions and amendments that have been
released. Each box in the matrix will indicate what happened to a particular configuration item at
a particular version or amendment (e.g., no change, clarifications, functionality added, functional-
ity deleted). All SPRs that are incorporated in configuration items for a particular version release
will be published with the revision notice and reference matrix. Each configuration item will be
issued a new cover and an updated change record sheet when a new version is released. Covers
will include specification name and number and revision number (e.g., 3.0). The change record
sheet will indicate whether the configuration item was changed. If the configuration item was
changed, the change record sheet will indicate the date, revision number, a summary of changes
and reasons for the changes, and a list of applicable SPRs. If the configuration item wasn't
changed, the change record sheet will indicate the date and revision number and will indicate no
changes were made to the previous revision. Configuration items that are changed will be pub-
lished in their entirety; those that aren't changed will be issued new covers and updated change
record sheets indicating no changes were made.
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3.1.1.6 Amendments will be issued between version releases. New amendments will be issued
with:
• A revision notice
• A reference matrix
• Applicable SPRs
• New covers
• Updated change record sheets
• Replacement pages
3.1.1.7 When the first amendment is issued to a version, the amendment number will be changed
(e.g., from 3.0 to 3.1); the second amendment to the version will change the amendment number
again (e.g., from 3.1 to 3.2).
3.1.1.8 Discussion papers and letters of correspondence will be numbered sequentially (but sepa-
rately) on a yearly basis.
3.1.2 Railroads
3.1.2.1 Configuration items such as an Installation Plan, RFPs, and acceptance test plans and
results will be generated by the individual railroads. Configuration management of these and
other railroad-generated CIs will be the responsibility of individual railroads. Tracking parame-
ters for these CIs are to be determined by each railroad.
3.1.2.2 An installation plan will be developed to ensure an efficient, cost-effective system imple-
mentation. This plan will include a hardware list (what is where), power sources, and interconnec-
tions, at a minimum. Such a plan will evolve over time and require a railroad designated tracking
parameter.
3.1.2.3 The railroads' configuration management plans must address how the railroad will track
the equipment it owns, the versions of equipment it owns, and the way in which the railroad has
configured electronic components into systems and subsystems. The railroads' configuration man-
agement processes should support their internal processes for managing inventory, determining
the effect of suppliers' changes to products, troubleshooting compatibility problems, and reporting
problems with electronic equipment.
3.1.2.4 It is likely railroads will be issuing RFPs for these systems in increasing numbers. These
RFPs are likely to require amendments and clarifications and will require a railroad designated
tracking parameter. The RFPs should identify specification revision numbers to minimize uncer-
tainties when dealing with vendors, since it is possible that railroads will specify components with
hardware and software built to different revision numbers. Such a situation could arise if, for
example, a component's physical dimensions had been changed without affecting software.
3.1.2.5 Railroads will generate acceptance test plans and results in conjunction with RFP
releases. These plans and results will evolve over time and require a railroad designated tracking
parameter.
3.1.3 Vendors
Configuration items such as hardware drawings and design documents, quality assurance plans,
software design documents, software source and object code, and product and factory test plans
and results shall be generated by the individual vendors. Configuration management of these and
other vendor-generated CIs will be the responsibility of individual vendors. Existing configuration
management practices that are sound and effective should be continued. This plan augments a
vendor's standard practices with specific requirements to allow products and documents to be eas-
ily identified after fielding. Vendors will be asked to participate in the CM process to help develop
technical solutions to individual SPRs. Suppliers who develop software and/or equipment that is
compliant with the RETF standards will have their own configuration management processes that
will be used to control their product during development and post-sales support. Suppliers' config-
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uration management processes must be compatible with the configuration management plan used
by the RETF so that their products clearly indicate the version of the standard(s) with which they
are compliant.
3.1.3.1 Specific Labeling Requirements
3.1.3.1.1 Vendor hardware drawings and design documents shall include the built-to-specifica-
tion revision number, the manufacturer's name, and the manufacturer's part number and revision
number.
3.1.3.1.2 Vendors shall have quality assurance plans for their products. These plans will evolve
over time and shall have a vendor designated tracking parameter.
3.1.3.1.3 Vendor produced software design documents shall include a specification revision num-
ber, manufacturer identification number, manufacturer revision number, and the manufacturer’s
name. Source and object code shall use the same tracking parameters as software design documen-
tation.
3.1.3.1.4 All vendor products shall be labeled with a data plate that indicates, at a minimum, the
manufacturer's name, part number, revision number, serial number, the identification number and
name of the procuring railroad, the manufacturer's software version number, an AAR standard or
specification revision number for the hardware, and the software.
3.2 Maintenance Methods
A central repository, known as a Project Support Library (PSL), will be created to provide a secure
environment for the storage and maintenance of configuration items controlled for the CM Group.
Railroads and vendors will be able to obtain copies of documentation and code through the library.
Only the CM Group will have write access to the project support library.
4.0 CONFIGURATION CONTROL
This section describes the methods used to process system problem reports (SPRs). SPRs are used
to propose, justify, evaluate, approve/disapprove, and coordinate changes to configuration items
(CIs).
4.1 Depth Of Control
Published drafts of configuration items will be maintained by TTCI support staff. SPRs will be
used to propose, justify, evaluate, approve/disapprove, and coordinate changes to published draft
CIs.
4.2 System Problem Reports
The process used to handle system problem reports is illustrated in Fig. 4.1.
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Process for Handling System Problem Reports
SPR is completed and SPR is entered into

Problem is identified submitted to the AAR database and assigned a
sequential number
TTCI Support Staff REFT member determines SPR is assigned to a TTCI

prepares a description of solution for the SPR, or Support Staff engineer
the solution and repairs rejects SPR as spurious
Yes, major changes
Are
CDR SPR package is changes to Yes, major changes TTCI Support Staff
prepared and handed to the solution incorporates changes
CDR members for review required?
No
Are
Yes comments SPR is sent to originator for
received? review
No
SPR package is prepared RETF meets to act on SPR

and mailed to REFT for package SPR closed and archived
review
SPR
Additional action required review Disapproved
decisions
Approved
Originator & other

Documentation (standard) organizations informed of
is revised: SPR is closed SPR approval and
disposition
What is the Functionality not affected

scope of the A new amendment of the A new version of the
changes? standard is required standard is required
Changes to functionality or physical dimensions
Fig. 4.1 SPR flow chart
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4.2.1 System Problem Report Processing

4.2.1.1 SPRs can be initiated by anyone (e.g., railroad, vendor, or system engineer personnel)
identifying a problem with the AAR electronics standards and specifications. The initiator-sup-
plied sections (see Appendix A) of the SPR must be completed before it is submitted to the AAR.
TTCI support staff will enter the SPR into a database, at which time a sequential number will be
automatically assigned to the SPR for tracking purposes.
4.2.1.2 TTCI support staff will assign the SPR to a member of the RETF. The RETF member
assigned to the SPR must either determine a solution for the SPR and inform TTCI support staff of
the proposed solution and request that TTCI prepare a description of repairs, or reject the SPR as
spurious. For a document, the description of repairs might consist of a letter-by-letter, line-by-line
explanation of what needs to be changed. The description of repairs could also be an attachment
that includes a copy of the document as it is, and what it would look like after the change. For soft-
ware, a listing could be used to show the differences between the old version and the new version.
TTCI support staff will enter the description of repairs into the Recommended Repairs field in the
database for the SPR.
4.2.1.3 The SPR will then be reviewed at a critical design review (CDR), which will be attended
only by TTCI staff and RETF members. This review will serve as a check to verify that the pro-
posed solution is acceptable, and that the SPR is complete and concise.
4.2.1.4 If, as a result of the CDR, it is determined that major changes to the proposed solution are
required, then the SPR will be sent back to the responsible RETF member for review. The RETF
will determine which of its members are responsible for individual SPRs. If minor changes are
required, they will be made without the need for a second pass through the CDR.
4.2.1.5 If the originator has not seen the TTCI’s current solution, a copy of the SPR will be sent to
the originator and other pertinent organizations for review. If recommended changes are received
within a specified time limit, they will be analyzed and incorporated (if appropriate) by the respon-
sible RETF member, and the SPR will be reviewed at the next CDR. If all those receiving a copy of
the SPR deem the solution acceptable, then the SPR will be prepared for review by the TRB. Note
that a lack of response from those receiving the SPR will be interpreted as having an acceptable
solution.
4.2.1.6 SPR packages will be distributed to the RETF in such a manner as to allow sufficient time
for a thorough review prior to a meeting of the Technical Review Board.
4.2.2 Technical Review Board
4.2.2.1 At least one member of the RETF and representative(s) from the TTCI support staff will
act as the TRB. TRB matters will be handled as part of or in front of regularly scheduled RETF
meetings whenever possible. TRB members must review the SPR packages prior to the TRB meet-
ing and be ready to discuss each proposed change. The TRB will review SPRs and take one of the
following actions:
4.2.2.1.1 Request Further Action
The SPR will be deferred if further action is required before a decision can be reached.
4.2.2.1.2 Disapprove the SPR
The SPR will not be incorporated, but will be kept in the database. A disapproved SPR may be re-
worked and submitted as a new SPR.
4.2.2.1.3 Approve the SPR
The SPR will be incorporated into the software and/or documentation as applicable.
An SPR will be reviewed by the TRB, and approved by the unanimous consent of the RETF. The
chairman is responsible for ensuring that resolution is reached. A decision may be appealed to the
TSWC or the CSTCWC for resolution.
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4.2.2.2 TTCI support staff will prepare minutes of the TRB meetings and will distribute the min-
utes to TRB members and others as designated by the RETF. The SPR originator will be notified
by best available means of TRB actions regarding the originator’s SPR.
4.2.3 Implementation of Changes
Once an SPR is approved, it is the responsibility of TTCI support staff to ensure that the SPR is
incorporated and documented correctly. TTCI support staff shall close an SPR upon verifying that
approved changes have been completed correctly or RETF disapproval of an SPR.
4.2.4 Revision Notices
Revision notices will be used to announce amendments of specification versions as well as new
specification versions. Revision notices will contain a summary of changes made to all specifica-
tions, a revision notice number, and a release date.
5.0 CONFIGURATION AUTHENTICATION
This section describes the verification process for approved changes to configuration items. It is
the responsibility of individual railroads to verify vendor compliance with the requirements
described in this and other AAR standards and specifications.
5.1 Documentation Reconciliation
The RETF shall be responsible for ensuring TRB-approved changes to configuration items are
completed correctly. SPRs, which delineate changes in a letter-by-letter, line-by-line manner, shall
be used to complete and verify approved changes.
6.0 SPR STATUS ACCOUNTING
This section describes the collection, recording, processing, and maintenance of the data necessary
for generation of SPR status reports.
6.1 SPR Data Input
For each SPR, the following data elements are used in generating reports: SPR number, SPR
name, and status.
6.2 Status Reports
A summary report consisting of SPR status, number, and name will be generated from the infor-
mation contained in the SPR database. This report will be distributed on a regular basis to mem-
bers of the TRB and RETF.
7.0 PROJECT SUPPORT LIBRARY
7.1 Primary Objectives
7.1.1 The Project Support Library (PSL) will be the repository of all configuration-management-
related data. TTCI support staff will manage the PSL and will be responsible for controlling, main-
taining, and distributing—in both human- and machine-readable form—all documentation and
software in the PSL.
7.1.2 Primary objectives of the PSL are as follows:
• To maintain up-to-date representations of configuration items in both human- and machine-readable
form
• To automate clerical and record keeping functions to the greatest extent possible
• To isolate and control CIs
7.2 Automated Support Tools
The PSL will use a single environment, if possible, for maintaining CIs. Such an environment will
provide for effective and efficient employment of project resources and minimization of human
error.
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S-5700 APPENDIX A
APPENDIX A
SYSTEM PROBLEM REPORTS
System Problem Reports can be obtained from any member of the RETF or TTCI support staff. The
following pages contain two sample SPR forms. The first form contains directions on what must be
provided by the initiator of an SPR. The second form is a blank SPR with asterisks used to indicate
fields, which must be completed by the initiator of an SPR.
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APPENDIX A S-5700
SPR Number: ### SPR Name: THIS IS A SAMPLE
Discovered by:
Name: Initiator to Complete Phone: Initiator's phone
Company: Initiator's company Date Discovered: Initiator to Complete
Circumstances: The initiator should describe the context in which the problem was discovered. For example, describe a
particular scenario or sequence of steps leading to the problem. Use additional pages, if necessary.
Problem Description: The initiator should describe the problem. Use additional pages, if necessary.
Subsystem: This information is to be provided by TTCI when assigning the SPR. Examples of field selections are System
Level, Communications, Locomotive, Dispatch, Mechanical, and Engineering. Any or all of these options may be
selected.
Additional Subsystems: For additional affected subsystems.
References: The initiator and TTCI should provide a list of any resources that have been used to research the problem.
Assigned to:
Name: TTCI Engineer's name Assignee’s Phone #
Company: Date Assigned:
Initiator’s Recommended Repairs: The initiator should include with the SPR a summary of the proposed repairs and a
detailed description of any proposed changes to configuration items. For a document, this might consist of a letter-by-
letter, line-by-line explanation of what needs to be changed. The detailed description could also be an attachment that
includes a copy of the document as it is, and what it would look like after the repairs.
System Engineer’s Recommended Repairs: This information is to be provided by the TTCI Engineer assigned to the
SPR. The recommendation for repairs will consist of a summary of the proposed repairs and a detailed description of
any changes to configuration items. For a document, this might consist of a letter-by-letter, line-by-line description of
what needs to be changed. The detailed description could also be an attachment that includes a copy of the document
as it is, and what it would look like after the changes.
Actual Changes made: This field will be completed by TTCI Support Staff once the SPR has been approved by the RETF
and the changes have been incorporated in the appropriate configuration items. The field, or attached pages, will show
what the configuration item looked like before the changes were incorporated, and what it looks like after the changes
have been incorporated.
Fig. A.1 Sample System Problem Report—page 1 of 2
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Affected Amendments: Provided by the TTCI Engineer assigned to the SPR.
Status History: This feature will provide for improved SPR tracking. Another menu will appear for the SPR Administrator
to select appropriate status from the following listing:
Approval Dates:
Unassigned
Assigned
Assigned - Deferred
Ready for CDR
CDR - Additional Action Required
CDR - Approved, Minor Changes Required
CDR - Approved - Date Included
Ready for Originator Review
Mailed to Originator for Review
Ready for RETF Review
Mailed to RETF for Review
RETF - Additional Action Required
RETF - Tabled
RETF - Approved - Date Included
RETF - Approved Pending other Committee or Task Force Review
RETF - Approved/Modified by other Committee or Task Force
RETF/Other Committee - Approved
RETF - Approved and Incorporated - Date Included
Dates will also be saved to mark approval/incorporated statuses.
Date Closed: Date the SPR was disapproved by the RETF or approved changes were incorporated into the appropriate
configuration items.
Fig. A.1 (continued) Sample System Problem Report—page 2 of 2
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APPENDIX A S-5700
SPR Number: SPR Name:
Discovered by:
Name: * Phone: *
Company: * Date Discovered: *
Circumstances: *
Problem Description: *
Subsystem:
Additional Subsystems:
References: *
Assigned to:
Name: Assignee’s Phone #
Company: Date Assigned:
Initiator’s Recommended Repairs: *
Recommended Repairs:
Actual Changes made:
Affected Amendments:
Status History: Approval Dates:
Date Closed:
*Initiator to complete
Fig. A.2 System Problem Report
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CHANGE RECORD SHEET

Formal Date Affected
Revision of Release Pages Purpose of Change and Applicable SPRs
1.0 11/2000 All Initial Release
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END-OF-TRAIN COMMUNICATIONS
Standard
S-5701
Reaffirmed: 1994; Reprinted: 2000; Revised: 2002

1.0 INTRODUCTION
1.1 This document presents performance guidelines for Train Information Systems, intended to
provide additional train handling and safety information in locomotive cabs. The Train Informa-
tion Systems is composed of a basic system and related optional features that utilize communica-
tions frequencies available under Federal Communications Commission (FCC) and Department of
Communications (DOC) rules. All equipment shall comply with all applicable regulatory require-
ments.
1.2 The purpose of these guidelines is to outline various characteristics of devices to transmit
information between the rear car and the controlling locomotive cab of freight trains. Performance
guidelines are needed to avoid developing equipment (locomotive cab and rear-car units) whose
message transmission or reception ability is incompatible with any other designated unit. It also is
important to ensure that these systems do not cause undesirable communications interference
with systems on other trains. Compatibility will ensure that run-through motive power or train
consists that exist, or may develop with further rationalization of the railroad system, will not be
impeded.
1.3 For the foregoing reasons, the features of these performance guidelines that must be consid-
ered mandatory for any system designed to operate at the prescribed frequencies are the message
coding, format, and protocol used in transmissions and the rear brake pipe pressure threshold sta-
tus information. Other features of these guidelines are recommended in the belief that they will
prove to be useful aids to operations. These suggested features should not be considered manda-
tory in the above-mentioned sense.
1.4 These performance guidelines are intended to maximize the alternatives available to manu-
facturers in using whatever compatible equipment they judge to offer the most attractive combina-
tion of features, performance, maintainability, reliability, weight, purchase price, and operating
costs to their railroad customers.
1.5 The existence of these performance guidelines does not imply that Train Information System
devices are necessary for any type of freight service nor do they imply that other devices should or
could not be used at other frequencies with this or any other transmission format acceptable to the
FCC or DOC.
1.6 Opinions will vary among railroads regarding the information desired in locomotive cabs, the
detail and accuracy of displays, and even the desire for optional features as discussed in
paragraph 4.0 of this document. For this reason, the features that the majority of railroads con-
sider necessary to provide a minimum compatible system for run-through trains are defined as the
basic system. Additional features not absolutely necessary for compatible run-through trains are
considered options. The main purposes for describing the technical features of these options are as
follows:
1.6.1 To suggest the direction of further development of compatible systems by railroads that
wish to obtain features beyond the basic system.
1.6.2 To ensure that the installation of such options on locomotives or as features of the rear-car
devices does not prevent equipment so modified from operating with basic system equipment such
that reduces the capability of the basic unit in any way. This requirement is termed “upward com-
patibility.”
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1.7 A further consideration arises from the current U.S. Department of Transportation require-
ment for a lighted rear-car marker and through the possible advantages of a common power source
for the information and marker systems. It is not the intention of this guideline to attempt to
resolve the issue of rear-car marker regulations that differ between federal jurisdictions in the
United States, Canada, and Mexico. Discussion of a rear-car marker device is explanatory and is
not intended as a mandatory requirement, nor is it specifically recommended as a part of the Train
Information System.
1.8 The Communications and Signal Division of the Association of American Railroads is referred
to as the “Central Train Information System clearinghouse.” The purpose of this clearinghouse is
to manage the allocation of system identification codes and to further develop, refine, and main-
tain the communications formats described in these guidelines.
2.0 BASIC SYSTEM
This section covers the technical and performance characteristics of the basic Train Information
System. The basic system will be composed of two units. The Train Information System rear-of-
train unit will be located on the last car of the train and hereafter be referred to as the “rear unit”
in this document. The second unit, which will receive and display rear car information to the engi-
neer in the locomotive cab, will commonly be referred to as the “cab unit.” The message formats
and protocol provisions that will govern data transmissions between the rear and cab units will be
commonly referred to as “communications.” Rear unit features are discussed in the next section.
2.1 Basic System Rear Unit
The rear unit shall determine the status of brake pipe pressure above or below a preset brake pipe
pressure threshold value and transmit this information to the cab unit for display to the locomo-
tive engineer. The rear unit shall be designed for continuous duty service on the rear of trains. The
design of the rear unit shall consider the nature and consequences of possible system failure
modes in such a way that a fault tolerant design results.
2.1.1 Measurement Device
2.1.1.1 A Brake Pipe Pressure (BPP) threshold sensing device is required. The pressure thresh-
old shall be set at nominal 45 psig on decreasing pressure; accuracy ±3 psig.
2.1.1.2 A means of locally inspecting the brake pipe pressure outside of the enclosure is highly
desirable. Either an integral air pressure indicating device (0–125 psig) or a quick-disconnect cou-
pling for an external indicating device could be used.
2.1.1.3 A test fitting, to an appropriate tap size, is desirable. This fitting could be used with a
gauge testing device or a second air gauge to verify accuracy of the integral air gauge, if used.
2.1.1.4 A glad hand coupling in accordance with AAR Manual of Standards and Recommended
Practices, Section E, Standard S-491, “Air Brake Hose Coupling ‘Dual Fitting’” is required,
arranged as necessary to connect the rear unit to the train line. Provisions must be included to
maintain the coupling of glad hand fittings in a vibration environment.
2.1.1.5 A “bleeder valve” is required in the rear unit. This valve shall permit the release of any
air under pressure from the rear car unit and/or associated air hoses prior to detaching the
device from the train line.
2.1.1.6 An internal failure of the measurement device shall not cause an undesired emergency
brake application.
2.1.1.7 No equipment damage shall occur with pressures up to 200 psig.
2.1.2 Reporting Rate
Multiple data transmissions shall occur immediately following detection of a change of status of
the pressure threshold sensing device. During periods of no pressure threshold status change,
transmission will be controlled by a randomized interval timer that will be set to generate a mes-
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sage at intervals of 55–65 seconds (nominal 60-second time between messages). The randomized
interval timer will be reset following each transmission.
2.1.3 Electrical Guidelines
2.1.3.1 Input Power for Rear Unit
Power for the rear unit will be provided by removable, internal battery(ies) using universal termi-
nal connectors. It is highly desirable to have a battery minimum operating life of 72 hours with the
optional marker light included in the basic system. Changing batteries shall not require the use of
tools.
2.1.3.2 Power for Communications Equipment
Input voltage: 13.6 volts dc ±20%, negative ground.
2.1.3.3 Transient Overvoltage Protection
Transient energy must be suppressed to not more than 130% of the nominal input voltage.
2.1.3.4 Spurious Energy
Conducted spurious energy shall not cause the carrier to be deviated by more than 40 dB below
test tone level. Must comply with regulatory requirements.
2.1.4 Characteristics of the Operating Environment
The rear unit must meet all performance requirements specified herein under all of the following
environmental conditions and must also remain undamaged under the specified nonoperating
(storage or transport) environmental conditions.
2.1.4.1 Temperature (ambient at device)
2.1.4.1.1 Full performance: –40 °C (–40 °F) to 60 °C (+140 °F)
2.1.4.1.2 Operation: –40 °C (–40 °F) to 60 °C (+140 °F)
2.1.4.1.3 Storage/Transport: –40 °C (–40 °F) to 60 °C (+140 °F)
2.1.4.2 Relative Humidity
95% noncondensing at +50 °C (+122 °F)
2.1.4.3 Altitude:
12,000 ft MSL
2.1.4.4 Vibration
2.1.4.4.1 Vertical and Lateral
1 to 15 Hz, 0.5 g peak to peak
15 to 500 Hz, 5 g peak to peak
2.1.4.4.2 Longitudinal
2.1.4.5 Shock
10 g peak for 10 ms in any axis.
2.1.5 Physical Guidelines
2.1.5.1 Size
As required
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2.1.5.2 Weight
A maximum 35 lb is recommended.
2.1.5.3 Exterior
A durable finish is required.
2.1.5.4 Mounting
In trailing end of rear car coupler knuckle area.
2.1.5.5 Security
Device locked to car with switch lock.
2.1.5.6 Enclosure
Sealed for service environment, lockable cover, high security cabinet with a pressure relief safety
valve to avoid explosion from high-pressure leak inside enclosure.
2.1.6 Communications Equipment for Rear Unit
2.1.6.1 Modulator
See paragraph 2.3, Communications
2.1.6.2 Radio Transmitter
2.1.6.2.1 Frequency: 457.9375 MHz
2.1.6.2.2 RF power output (pursuant to current regulatory requirements): 2 W
2.1.6.2.3 Modulation designation: 16KOF2D/9Y
Peak deviation of mark and space frequencies: ±3.0 KHz
2.1.6.2.4 Spurious response: 60 dB minimum below carrier
2.1.6.2.5 Deviation: Flat within ±0.5 dB from 300 to 3,000 Hz relative to 1,000 Hz
2.1.6.2.6 Transmitter rise time: shall not exceed 5 ms for 90% power and frequency within 1 kHz.
2.1.6.3 Antenna
Must be attached to the rear unit
2.1.7 Rear Unit Identification Provisions
2.1.7.1 Each rear unit will be assigned a unique identification code that will be transmitted
along with the pressure threshold message to the cab unit. This code ensures that only data
transmitted from the assigned rear unit will be accepted by the cab unit. In this way, rear unit
messages from adjacent trains will be rejected by the cab unit. In order to maintain the inter-
changeability between rear units and cab units, the identification code must be reported and
selected at the cab unit prior to the start of any train trip.
2.1.7.2 The unique identification code or “address” shall be in the range 00000 to 99999 and be
established in the rear unit electronics by solder strapping or other permanent and secure means.
The identification code also shall be clearly indicated on the exterior of the rear unit enclosure.
2.1.7.3 The assignment of identification codes will be made by the central Train Information
Systems clearinghouse upon written application by a railroad or manufacturer. Once assigned, an
identification code number will remain in effect on the specified rear unit until written notifi-
cation is given to the clearinghouse by the owning railroad stating that the device is not, and
no longer will be, in service. Under no circumstances shall any railroad or manufacturer utilize
an identification code not properly assigned by the clearinghouse. Sufficiently large blocks of
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identification codes will be assigned to the manufacturers to allow them to utilize proprietary
bits and to recognize their equipment.
2.2 Basic System Cab Unit
The cab unit shall receive data messages from the rear unit and display information to the locomo-
tive engineer. The receiver and cab display unit located in the locomotive cab shall be designed for
continuous duty service. The design of the cab unit shall consider the nature and consequences of
possible system failure modes so that a fault-tolerant design results.
2.2.1 Cab Display
2.2.1.1 Cab displays for the basic system shall be two indicators that will display the status of
rear brake pipe pressure above or below the selected threshold. The display indicators and mark-
ings shall be clearly visible and legible from the locomotive engineer's seat position under cab
lighting conditions ranging from full sunlight to night illumination. A brightness control shall be
provided.
2.2.1.2 Display functions are as follows: One display indicates BPP at or above preset threshold
brake pipe pressure (i.e., the “Go” condition). The second display indicates BPP below preset
threshold brake pipe pressure (i.e., the “No Go” condition). If no communications are received for
more than 5 minutes, the indication of the most recent valid information will flash until manually
reset or communication is restored. If the system is not operating properly (i.e., cab unit or rear
unit inoperative or power off), all displays will be off. If colors are used with display indicators,
amber will indicate below threshold pressure and green will indicate at or above threshold pres-
sure.
2.2.1.3 An audible alarm shall be provided that can be clearly detected in the noise environment
of the locomotive cab. The alarm will sound for 5 seconds duration, or until reset, whenever BPP
drops below threshold pressure or communications are lost for more than 5 minutes.
2.2.1.4 Any system cab display shall be capable of displaying the minimum system “Go” and “No
Go” status indications regardless of which additional options have been installed on either the rear
unit or the cab unit.
2.2.1.5 A cab unit equipped to display optional information must not present false information
upon receipt of a basic system message from the rear unit.
2.2.2 Connections
2.2.2.1 Power connectors: See AAR Standard S-500* for connector and pin assignments.
2.2.2.2 Antenna connectors: See AAR Standard S-500* for connector assignment.
2.2.2.3 Data connectors: See AAR Standard S-500* Section 8.2 regarding external remote connec-
tor.
Data connector use and pin assignments shall be defined by the central Train Information Sys-
tem clearinghouse on the basis of future system requirements. Twelve pins are reserved.
2.2.3 Reporting Rate
Data messages from the rear unit, or repeater stations where applicable, can be expected to
arrive at the cab unit at any point in time.
* Association of American Railroads Mechanical Division, Manual of Standards and Recommended Practices, Section F,
Standard S-500, “Communication Module Application—Locomotive Control Stand.” Also see AAR Communication and
Signal Division, Communication Manual, Part 12–2, “Recommended Design Criteria/Functional Guidelines for Interface
of Communications Module in ‘Clean Cab’ Locomotive,” which is an equivalent standard for this purpose.
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2.2.4 Electrical Guidelines

2.2.4.1 Input power for cab unit equipment shall operate from either of the following voltages:
2.2.4.1.1 13.6 volts dc ±20%, negative ground
2.2.4.1.2 72 volts dc nominal, 60 to 80 volts dc operating range, floating ground, from the locomo-
tive auxiliary electrical system
2.2.4.2 Transient Overvoltage Protection
2.2.4.2.1 13.6-volt system: 130% of the nominal input voltage for 5 seconds
2.2.4.2.2 72-volt system: 5 kV for 10 ms, 90 volts for 5 seconds.
2.2.4.2.3 Dielectric Strength
750 V for 1 minute, any circuit to enclosure.
2.2.5 Characteristics of the Operating Environment
The cab unit shall meet all the performance requirements specified herein under all the following
environmental conditions and also remain undamaged under the specified nonoperating (storage
or transport) environmental conditions.
2.2.5.1 Temperature (ambient at device)
2.2.5.1.1 Full Performance: 0 °C (+32 °F) to 60 °C (+140 °F)
2.2.5.1.2 Operation: 0 °C (+32 °F) to 60 °C (+140 °F)
2.2.5.1.3 Storage/Transport: –40 °C (–40 °F) to 60 °C (+140 °F)
Note: The above temperature ranges assume that a cab unit will be located in the locomotive cab
area. If not, the –40 °C (–40 °F) temperature requirement applies as the lower limit in above cases.
Conditioning of the internal environment of the enclosure will be permitted on a case-by-case
basis. In such cases, a maximum time of 10 minutes will be allowed to condition the equipment to
a temperature range consistent with human operator temperature tolerance before operation
must commence.
2.2.5.2 Relative Humidity
95% noncondensing at 50 °C (+122 °F)
2.2.5.3 Altitude
12,000 ft MSL
2.2.5.4 Vibration
1 to 15 Hz, 0.5 g peak to peak
2.2.5.5 Shock
2 g peak for 10 ms
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5 g peak for 10 ms
2.2.6 Physical Guidelines
2.2.6.1 Dimensions: Dimension and mounting in accordance with AAR Standard S-500
2.2.6.2 Displays may be integral with the cab unit enclosure, installed in the locomotive control
stand, or separately packaged and mounted per user specifications (e.g., mounted on top of the
control stand). If the display is separated from the enclosure, it shall be connected using manu-
facturer supplied cables.
2.2.6.3 AAR clean cab criteria: Any exposed enclosure corners shall conform to the radius stan-
dards described in AAR Standards S-528.*
2.2.7 Communications Equipment For Cab Unit
2.2.7.1 Demodulator: See paragraph 2.3
2.2.7.2 Radio receiver: (must comply with applicable regulatory requirements)
2.2.7.2.1 Frequency: 457.9375 MHz
2.2.7.2.2 Sensitivity: 0.5 µV at 20 dBQ (i.e., no signal)
2.2.7.2.3 Selectivity: 80-dB protection
2.2.7.2.4 Intermodulation distortion: 80-dB protection
2.2.7.2.5 Spurious response: 85-dB protection
2.2.7.2.6 Receiver discrimination: Flat within ±0.5 dB from 300 to 3,000 Hz relative to 1,000 Hz
2.2.7.3 Antenna: The antenna shall be suited for the environment and the mounting location cho-
sen by the user.
2.2.8 Unit Identification Provisions
Provisions shall be made for entry of the rear unit identification code by operating personnel each
time a new rear unit is installed on the rear car of the train. The unit addresses must be on-site
user selectable from 00000 to 99999 (e.g., using thumbwheel switches or other suitable means).
2.3 Communications
The following communications protocol and data message formats shall be mandatory for the basic
system.
2.3.1 General
Synchronous transmission
2.3.2 Modulator/Demodulator
2.3.2.1 Modulation technique: Continuous phase fast frequency shift keying (FFSK)
2.3.2.2 Modulating frequencies:
Space (0) 1800 Hz ±0.5%
Mark (1) 1200 Hz ±0.5%
2.3.2.3 Transmit/receive rate: 1200 baud ±0.5%
* Association of American Railroads Mechanical Division, Manual of Standards and Recommended Practices. Section F,
Standard S-528, “Rounding All Possible Exposed Convex Edges and Corners.”
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2.3.3 Data Reporting Rate

The minimum acceptable reporting rate for a basic system rear unit is described in
paragraph 2.1.2. Communications strategies that employ more frequent transmissions than that
described in this section are permitted. However, these strategies must be consistent with the
guidelines set forth herein (especially battery operating life) and strive for efficient use of the radio
communications link.
2.3.4 Data Message—General
2.3.4.1 A message transmitted on the frequency(ies) specified herein shall utilize the format
described in the following sections.
2.3.4.2 The general format of any message to be sent is a series of blocks of fixed length that con-
tain the data that is to be sent to the front of the train. This format is illustrated in Table 2.1.
Table 2.1 Train information system message format

BASIC BLOCK OPTIONAL BLOCK 1 OPTIONAL BLOCK 2
Length: 144 bits Length: 144 bits Length: 144 bits
2.3.4.3 Every message sent will always have at least one block, namely the basic block. Addi-
tional blocks may or may not be sent depending upon the number of optional features built into the
system.
2.3.4.4 At the beginning of every block in the message, a series of synchronization bits shall be
sent to allow the transmitter and receiver circuitry to settle and to establish both bit and frame
sync. Immediately following the synchronization bits will be a 45-bit data sequence for the block
and an 18-bit BCH error detection/correction code. The block is ended by a trailing bit that is
designed to enable the receiver to reliably extract the last bit(s) in the BCH code. The total length
of every message block is 144 bits.
2.3.4.5 The initial block contains all the information that is sent by any basic system.
Included within this initial block is the message type identifier, the rear brake pipe pressure
threshold status, rear brake pipe pressure information, motion indications, marker light status,
battery(ies) condition, and other discretionary information.
2.3.4.6 Following the basic block are optional blocks that contain the data from other optional
system features that are not provided for in the basic system message. The number of optional
blocks, and hence the total length of the message, will vary depending upon the number of
options included in the rear unit, if any, and the strategy the manufacturer uses for transmit-
ting data to the cab unit. Some messages sent by the rear unit, such as the basic system message,
will have no optional blocks because all the information to be conveyed is contained in the basic
block. The maximum number of optional blocks allowed by the message format is four. Specific
details about the message format are contained as follows.
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2.3.5 Basic System Message Format

A message transmitted by the basic system shall have the following format.
Basic Bit sync* 69 bits
Block Frame sync* 11 bits
Chaining bits 2 bits
Device battery condition 2 bits
Message type identifier 3 bits
Unit address code 17 bits
Rear brake pipe status and pressure 7 bits
Discretionary information 11 bits**
Motion detection 1 bit
Marker light battery condition 1 bit
Marker light status 1 bit
Basic block BCH code 18 bits
Trailing bit 1 bit
Total Length 144 bits
* See paragraph 2.3.6.1 below
** For two-way systems, see paragraph 3.0.
Each of these items is defined in the next section, and the bit positioning diagram corresponding to
this format is given in Appendix B.
2.3.6 Basic Block Data Message Elements
2.3.6.1 Bit and Frame Sync
Immediately preceding the start of every basic block transmission, a series of sync bits shall be
sent to allow the transmitter and receiver circuitry to settle and to establish both bit timing and
frame synchronization. The bit sync shall be a 69-bit pattern of alternating zeros and ones (i.e.,
0101010101...). The frame sync shall be the 11-bit marker code 01001000111, where the right-
most bit is the least significant bit (LSB). The frame sync code shall be transmitted LSB first.
Note that the bit and frame sync patterns are not considered to be a part of the message informa-
tion bits for the purpose of generating the BCH error detection/correction code.
2.3.6.2 Chaining Bits
Chaining bits are a 2-bit code that provide information about the position of the current data block
within the overall message being received. Chaining bits indicate whether the block is the first
block, the last block, or an intermediate block in the message. They may be used in conjunction
with the Number of Optional Data Blocks field, described below, to locate the beginning of a mes-
sage in case of an RF dropout. The chaining bits are encoded as follows:
First Chaining Bit (MSB)
0 = The block IS NOT the first block in the message
1 = The block IS the first block in the message
Second Chaining Bit (LSB)
0 = The block IS NOT the last block in the message
1 = The block IS the last block in the message
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Thus, a system that transmits only the basic system message will encode the chaining bits as
binary 11. A more advanced system sending a basic block plus two optional data blocks, for exam-
ple, will have chaining bits in each message block encoded as binary 10, 00, and 01. The chaining
bits shall be sent LSB first.
2.3.6.3 Device Battery Condition
Two bits shall be assigned to monitor the device battery status as follows:
MSB LSB
1 1 = Device battery OK
1 0 = Device battery weak
0 1 = Device battery very weak
0 0 = Device battery condition not monitored
The LSB will be sent first.
2.3.6.4 Message Type Identifier
2.3.6.4.1 The second element to be transmitted is a 3-bit code that defines the type of message
being transmitted. This information will be used by the cab unit to identify the format of the mes-
sage received and enable correct decoding of the contents. Messages from the rear unit of one-way
systems will contain a message type identifier code of zero (0), or 000 in binary. The message type
identifier shall be sent LSB first.
2.3.6.4.2 Other message type identifiers will be defined in the future by the Train Information
System clearinghouse when requested. These additional message type identifiers could be used for
messages from wayside devices to train or from front to rear of train.
2.3.6.5 Rear Unit Address Code
The rear unit's unique address code will be the fourth item transmitted in the data message. This
code number will be within the range 00000 to 99999 and, therefore, will require 17 bits. The
address code shall be expressed in binary and sent LSB first.
2.3.6.6 Rear Brake Pipe Status and Pressure
2.3.6.6.1 This 7-bit message element contains the information about the brake pipe pressure sta-
tus and brake pipe pressure data, if the rear unit is configured to measure continuous quantitative
pressure. The rear brake pipe status and pressure information shall be expressed in binary and
transmitted LSB first.
2.3.6.6.2 For a basic system, which only monitors brake pipe pressure above or below the thresh-
old, the status information is sent using the codes 126 and 127 expressed in binary. If the actual
brake pipe pressure at the rear unit is below the established threshold (i.e., 45 psig), the status
value shall be 126. If the actual brake pipe pressure is greater than or equal to the selected thresh-
old level, then the status code shall be 127.
2.3.6.6.3 Advanced units equipped to measure quantitative rear brake pipe pressure will use this
field in a slightly different manner than discussed in the previous paragraph. The brake pipe
pressure shall be encoded as a 7-bit unsigned binary integer, where one bit represents 1 psig. The
allowable range of brake pipe pressures for advanced systems shall be from zero (0) to 125 psig.
In this case, the “GO” or “NO GO” brake pipe pressure status must be deduced in the cab unit by
examining the pressure value. Pressures in the range of 45 to 125 psig reflect the “GO” status,
while pressures of 44 psig and below indicate a “NO GO” brake pipe pressure status.
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2.3.6.6.4 Table 2.2 summarizes the coding and interpretation of the combined brake pipe status
and pressure field:
Table 2.2 Coding and interpretation of combined brake pipe status and pressure field
Coded Value
Interpretation
(Decimal Representation)
127 “GO” condition from a basic system rear unit. Brake pipe pressure is at or above threshold
pressure.
126 “NO GO” condition from a basic system rear unit. Brake pipe pressure is below threshold
pressure.
45 through 125 Actual rear brake pipe pressure value from an advanced system. Pressure at rear unit is at
or above threshold pressure (i.e., a “GO” condition).
0 through 44 Actual rear brake pipe pressure value from an advanced system. Pressure at rear unit is
below threshold pressure (i.e., a “NO GO” condition).
2.3.6.7 Discretionary Information
Eleven bits will be used for discretionary information in one-way systems, at the option of the
manufacturer. The use of these bits will be submitted to the central Train Information System
clearinghouse, who will maintain a record of such on file. All bits not assigned shall be coded as
zeros.
2.3.6.8 Motion Detection
One bit shall be assigned to indicate whether or not the rear car of the train is in motion as follows:
1 = Rear car in motion
0 = Rear car stopped or not monitored
2.3.6.9 Marker Light Battery Condition
One bit shall be assigned to monitor the marker light battery status as follows:
1 = Marker light battery weak
0 = Marker light battery OK or not monitored
2.3.6.10 Marker Light Status
One bit shall be assigned to indicate whether or not the marker light is lit as follows:
1 = Marker light on
0 = Marker light off or not monitored
2.3.6.11 Basic Block BCH Code
The basic block BCH code is an 18-bit error detection/correction code for the basic block portion of
a message. The BCH code is of the 63,45 type. It will be computed at the time a message is trans-
mitted by dividing the message block information bits by the generator polynomial
g(x) = (18, 17, 16, 15, 9, 7, 6, 3, 2, 1, 0)
The remainder is exclusively “OR’ed” with the 18-bit code and the result becomes the quantity
that is sent.
MSB LSB
000011101110110101
The bit and frame sync patterns are not considered part of the block information bits and, there-
fore, are not included in the BCH code generation process. The BCH code shall be sent LSB first.
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2.3.6.12 Trailing Bit

One “trailer” bit shall be added to the end of the basic block to enable the last data bits to be reli-
ably received at the cab unit. This bit shall be a one (1).
2.3.7 Basic Block Plus Optional Data Block(s)
Train Information System units equipped with options over and above those provided for in the
basic block will use additional message blocks to transmit data. The basic block is always the first
block in the message, however. The general format for all Train Information System units will be
as follows:
Basic Bit sync 69 bits
Block Frame sync 11 bits
Discretionary information 11 bits*
Trailing bit 1 bit
Optional Bit sync 69 bits

Block(s) Frame sync 11 bits
Block format indicator bit 1 bit
Optional block data bits 42 bits
Optional block BCH code 18 bits
Trailing bit 1 bit
Total length 144 bits
* For two-way systems, see paragraph 3.0.
2.3.7.1 Basic Block Elements
All elements of the basic block are described in paragraph 2.3.6.
2.3.7.2 Optional Block(s) Bit and Frame Sync
Immediately preceding the start of every optional block transmission, a series of sync bits shall be
sent to allow the transmitter and receiver circuitry to settle and to establish both bit timing and
frame synchronization. The bit sync shall be a 69-bit pattern of alternating zeros and ones (i.e.,
0101010101...). The frame sync shall be the 11-bit marker code 01001000111, where the right-
most bit is the least significant bit (LSB). The frame sync code shall be transmitted LSB first. Note
that the bit and frame sync patterns are not considered to be a part of the message information
bits for the purpose of generating the BCH error detection/correction code.
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The two chaining bits are coded as described in paragraph 2.3.6.2. The chaining bits shall be sent
LSB first.
2.3.7.4 Block Format Indicator Bit
This bit is used to indicate whether the data contained in the current optional data block is in
binary or ASCII format. Coding for this format indicator bit shall be as follows:
0 = Binary format for data in the block
1 = ASCII format for data in the block
2.3.7.4.1 Data in Binary Format
2.3.7.4.1.1 If the indicator bit is zero (0), the remaining 42 bits in the data block are coded in
binary using the following format:
Data Type “A” Identifier 7 bits
Data “A” 7 bits
Data Type “B” Identifier 7 bits
Data “B” 7 bits
Data Type “C” Identifier 7 bits
Data “C” 7 bits
Total Data Length 42 bits
2.3.7.4.1.2 The Data Type Identifier is a 7-bit code used to describe or designate the datum
that must immediately follow. Data type identifiers shall be established by the central Train
Information System clearinghouse and shall not be indiscriminately used by a railroad or sup-
plier in an unauthorized manner. Valid data type identifiers will be in the range of one (1) to
127, expressed in binary representation. Data type identifier zero (0) is a special code and is
discussed below. The data type identifier shall be sent LSB first.
2.3.7.4.1.3 The data item appears in conjunction with the data type identifier and contains the
information about a particular rear unit parameter associated with one of the optional features
of the Train Information System. Generally speaking, each parameter the rear unit reports shall
be contained in a separate Data Type Identifier with Data Item pairing; some data, however, will
be “packed together” to form related pieces of information to “fill-up” a message element. The
coding of each data type will be defined in the future by the clearinghouse, as requirements
arise. Individual data quantities shall be transmitted LSB first.
2.3.7.4.1.4 It should be noted that there is no requirement that all the information that a rear
unit could potentially transmit must actually be transmitted when a data message is sent to the
cab unit. Any sequence or combination of data parameters may be transmitted, and in any order,
so long as the basic rules of message organization are fulfilled. That is, the data type identifier
must precede the datum it describes. In this manner, it is possible for the rear unit equipped with
optional features to determine which parameters must be transmitted to the cab unit at the time
of a transmission and thereby minimize use of the radio transmitter.
2.3.7.4.1.5 If a rear unit does not require all 42 bits in the Optional Block data field to transmit
its information, additional bits must be sent to fill the block to the 42-bit length. This shall be
accomplished by using data type identifier zero (0) as a special indication for the “no data” situa-
tion. The associated data item shall also be sent as zero (0), or 0000000 in binary.
2.3.7.4.2 Data in ASCII Format
If the Optional Block format indicator bit is a one (1), the following 42 data bits are coded as six 7-
bit ASCII characters. Appendix A provides additional information regarding the transmission of
ASCII characters in a message.
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2.3.7.5 Optional Block BCH Code

The Optional Block BCH code is the error detection/correction code for the data portion of a mes-
sage. It will be computed at the time a message is transmitted by dividing the data block informa-
tion bits by the generator polynomial.
g(x) = (18, 17, 16, 15, 9, 7, 6, 3, 2, 1, 0)
The remainder is exclusively “OR'ed” with the 18-bit code and the result becomes the quantity that
is sent.
MSB LSB
000011101110110101
2.3.7.6 Optional Block Trailing Bit
One “trailer” bit shall be added to the end of any optional data block to enable the last data bits to
be reliably received at the cab unit. This bit shall be a one (1).
2.3.7.7 Message Error Detection and Correction Techniques
A combination of message repetition and error code checking shall be used to provide the reliabil-
ity necessary for Train Information System communications. These concepts are discussed in the
following paragraphs.
2.3.7.7.1 Rear Unit Transmission Requirements
2.3.7.7.1.1 A data message sent by the rear unit must be sent at least twice. The rear unit must
transmit the first message in its entirety before the second repetition of the message is sent. That
is, all blocks of the first message must be transmitted before any repetition of blocks are sent.
2.3.7.7.1.2 A manufacturer may elect to transmit the message more times than these guidelines
require.
2.3.7.7.2 Cab Unit Receiving Requirements
2.3.7.7.2.1 The capability to detect invalid data is provided by the BCH codes in the message.
A BCH code will be generated by the cab unit for each information block, respectively, using the
techniques described in previous sections. If the new BCH codes agree with the BCH codes
received in the message block(s), the message may be considered valid and decoded. If, how-
ever, the BCH codes do not agree, the message must be considered in error and may be disre-
garded by the cab unit or, at the discretion of the manufacturer, corrected to become valid.
2.3.7.7.2.2 The communications guidelines described in this document do not prohibit a manu-
facturer from using additional error correction techniques, such as “bit averaging” techniques,
that may be afforded by multiple repetitions of the message.
3.0 APPLICATION OF TRAIN BRAKES FROM REAR CAR
3.1 The following general assumptions have been made to formulate the guidelines for end-of-
train braking systems:
3.1.1 A requirement for rear of train braking necessitates the provision of two-way communica-
tion. Guidelines for two-way transmission given below supplement guidelines in paragraphs 1.0
and 2.0.
3.1.2 The addition of two-way transmission to the rear unit described in paragraph 2.0 will pro-
vide the additional capability of applying the brakes, restoring normal brake operation, transmis-
sion of status information, and testing the communications channel on receipt of a command.
3.1.3 The rear emergency valve is regarded as a backup device, not a braking performance
improvement device.
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3.1.4 The probability of two trains trying to apply emergency brakes at the same time is very low.
3.1.5 A failure of the system shall not cause application of the emergency brakes.
3.1.6 A one-second delay between the command to apply rear emergency brakes and the rear
valve's activation is acceptable.
3.2 Brake Application
The front-to-rear transmission and rear-of-train equipment shall provide for application of train
emergency air brakes, upon emergency train brake application by the locomotive engineer.
emergency air brakes upon manual selection by the locomotive engineer.
3.2.1 An emergency brake application command from the front unit must activate the emergency
air valve typically within 1 second.
3.2.2 The rear unit shall send an acknowledgment message to the front unit immediately upon
receipt of a brake application command. The front unit shall listen for this acknowledgment and
repeat the brake application command if the acknowledgment is not correctly received.
3.2.3 The rear unit, on receipt of a properly coded command, will open a valve in the brake line
and hold it open for a minimum of 15 seconds. This opening of the valve shall cause the brake line
to vent to the exterior.
3.2.4 The valve opening and hose diameter shall have a minimum diameter of 3/4 in. to effect an
emergency brake application.
3.2.5 Restoring of the braking function (recharging the air brake system) shall be enabled auto-
matically by the rear equipment, no more than 60 seconds after it has initiated an emergency
release.
3.3 Transmission of Status Information
The rear unit will transmit the latest status information on receipt of properly coded request. The
transmission of the status information will reset the randomized interval timer.
3.4 Power Requirements
The radio receiver and support data equipment will be powered from the same battery pack as the
rear unit described in paragraph 2.1.3 and shall still meet all the requirements of paragraph 2.1.
3.5 Environmental Requirements
The rear unit equipped with two-way transmission shall meet all the environmental guidelines
specified in paragraph 2.1.4.
3.6 Additional Radio Receiver for Rear Unit
3.6.1 Demodulator: See paragraph 2.3, Communications
3.6.2 Radio receiver:
3.6.2.1 Frequency: 452.9375 MHz
3.6.2.2 Sensitivity: 0.5 µV at 20 dBQ
3.6.2.3 Selectivity: 80-dB protection
3.6.2.4 Intermodulation distortion: 80-dB protection
3.6.2.5 Spurious response: 85-dB protection
3.6.2.6 Receiver discrimination: Flat within ±0.5 dB from 300 to 3,000 Hz relative to 1,000 Hz
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3.6.2.7 The receiver shall use the same antenna as the rear unit transmitter, with suitable trans-
mit/receive (T/R) switching provisions.
3.6.2.8 The address code of the receiver shall be the same as set for the rear unit identification
code described in paragraph 2.1.7.
3.7 Communications Rear to Front
The communications protocol and data message formats for rear-to-front message exchanges shall
be identical to that specified under paragraph 2.0 with the exception that two bits of information
are now removed from the discretionary field to become defined. The changed information,
together with a new bit positioning diagram, are detailed below.
3.7.1 Message Format Rear-to-Front Communications
A message transmitted by the rear unit shall have the following format:
Bit sync* 69 bits
Frame sync* 11 bits
Discretionary information 8 bits
Valve circuit status 1 bit
Confirmation indicator 1 bit
Discretionary information 1 bit
Trailing bit 1 bit
* See paragraph 2.3.6.1 of basic system
3.7.2 Additional Defined Bits
The two new bits are defined below and the new bit positioning diagram corresponding to this for-
mat is given in Appendix C, Table C.2.
3.7.2.1 Valve Circuit Status—One bit is assigned to indicate the status of the emergency valve
circuit:
0 = Emergency valve circuit failed
1 = Emergency valve circuit operational
3.7.2.2 Confirmation Indicator—One bit is assigned to differentiate between normal updates and
responses to requests from the cab unit:
0 = Rear unit transmission is a normal update
1 = Rear unit transmission is in response to a
request from the cab unit
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3.7.3 Additional Timing Requirement for Two-Way Operation

When the confirmation bit is set to 1, i.e., when the rear-to-front message occurs in response to a
front-to-rear transmission, the bit sync of the rear-to-front message must begin between 12 to
18 ms after the end of the front-to-rear message.
3.7.4 Discretionary Information
Nine bits will be used for discretionary information at the option of the manufacturer. The use of
these bits will be submitted to the clearinghouse, who will maintain a record of such on file. All
bits not assigned shall be coded as zeros.
3.7.5 Optional Data Blocks
Timing constraints between messages do not permit the use of additional optional data blocks in
the two-way system for transmission of additional information.
3.8 Additional Features—Cab Unit
The addition of two-way transmission to the front equipment described in paragraph 2.2 shall pro-
vide the additional capability of applying the emergency brakes at the rear end of the train via an
emergency air dump valve, activated by remote control. The capability of requesting transmission
of status information from the rear unit and of testing the communications channel also shall be
provided.
3.8.1 Manual Emergency Brake Activation
The cab unit will have a switch that, when activated, will initiate a front-to-rear transmission con-
taining an emergency brake application command. On receipt of this command, the brakes will be
applied at the rear unit. The switch, distinctively labelled “EMERGENCY,” will be protected so
that there will exist no possibility of accidental activation.
3.8.2 Automatic Emergency Brake Application
emergency air brakes upon emergency train brake application by the engineer in the cab.
3.8.3 Manual Communications Test
Means shall be provided for manual initiation of an end-to-end test of the front-to-rear communi-
cations link with a visual/audible indication of success or failure of the test. Activation of a manual
communications link test shall simultaneously set a distinctive symbol on the display and trans-
mit a request for an update of the status information from the rear unit. The distinctive symbol
will be cleared when the new status information (containing the confirmation indicator bit = 1) is
received in the following rear-to-front transmission. This indicator is also cleared by any subse-
quent successful front-to-rear/rear-to-front confirmation cycle.
3.8.4 Automatic Communications Test
The availability of the front-to-rear communications link shall be checked automatically at least
every 10 minutes.
3.8.5 Emergency Valve Test
Means shall be provided to confirm availability and proper functioning of the emergency valve as
part of both the manual (paragraph 3.8.3) and automatic (paragraph 3.8.4) communications tests.
3.8.6 Rear-to-Front Communications Failure
3.8.6.1 The cab unit shall be so designed that if no rear-to-front transmission is received for a
period of 196 seconds, a request will automatically be transmitted to the rear unit for an update of
status information. If a message has not been received after this request, another request will be
sent 15 seconds after the first. If no communication is received for a period of 326 seconds, another
status update request will be transmitted to the rear unit. If, after 15 seconds, no status update
has been received, another status update request will be transmitted. If after this fourth status
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update request no status update has been received, rear-to-front communication failure will be
declared.
3.8.6.2 Display or indication of rear-to-front communication failure shall take precedence over
front-to-rear communication failure.
3.8.7 Front-to-Rear Communications Failure
3.8.7.1 Every 2 minutes a status update request shall be sent automatically to the rear unit. If
no status update is received as a result of this transmission (i.e., with confirmation bit =1) a
second request will be sent 15 seconds later. If still no status update has been received, a third
request will be repeated 2 minutes later. If still no status update has been received, a fourth
request will be sent 15 seconds later.
3.8.7.2 If after the fourth update request no update has been received (with confirmation bit = 1),
then front-to-rear communication failure will be declared. This warning will be reset by the
next successful front-to-rear/rear-to-front confirmation cycle (automatically or manually initi-
ated).
3.8.7.3 A front-to-rear communication failure shall also be tested and declared during an
attempted emergency activation paragraph 3.8.1).
3.8.8 Front-to-Rear Message Retries
The cab unit will handle data message retries as follows:
3.8.8.1 For emergency brake application commands, the retries will continue until a status
update indicates that the rear unit has received the command by setting the confirmation bit in
the update. Thereafter, if the rear brake pipe pressure has not been reduced to a level below 5 psi
within 4 seconds, another retry will be made and again the confirmation bit looked for. This pro-
cess will repeat up to a maximum time of 2 minutes after the last emergency switch activation. If a
confirmation bit has not been received within 15 seconds of the initial or a 4-second retry emer-
gency command, front-to-rear communication failure will be declared.
3.8.8.2 For manually initiated status information update requests, the cab unit will not transmit
any retries automatically nor cause a communication failure indication.
3.8.9 Power Requirements
The additional radio transmitter and support data equipment shall be powered from the same
power source as the cab unit receiver described in paragraph 2.2.4.
3.8.10 Environmental Requirements
The additional equipment included in the cab unit for two-way transmission shall meet the envi-
ronmental guidelines described in paragraph 2.2.5.
3.8.11 ID Code
The ID code transmitted by the cab unit transmitter shall be identical to that selected for message
reception from the rear detailed in paragraph 2.2.8.
3.8.12 Additional Radio Transmitter for Cab Unit
3.8.12.1 Modulator: See paragraph 2.3, Communications
3.8.12.2 Radio transmitter:
3.8.12.2.1 Frequency: 452.9375 MHz
3.8.12.2.2 RF power output: RF power of the front-to-rear radio link shall be 2 W nominal unless
a greater power output is permitted by regulatory authorities, throughout the operating territory
of the equipment. Nominal radio power under any circumstances shall not exceed 8 W.
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3.8.12.2.3 Modulation designation: l6K0F2D/9Y

Peak deviation of mark and space frequencies: ±3.0 KHz.
3.8.12.2.4 Spurious response: 60-dB minimum below carrier
3.8.12.2.5 Deviation: Flat within ±0.5 dB from 300 to 3,000 Hz relative to 1,000 Hz
3.8.12.2.6 Transmitter rise time: Shall not exceed 5 ms for 90% power and frequency within 1
KHz.
3.8.12.2.7 The transmitter shall use the same antenna as the cab unit receiver with suitable T/R
switching provisions.
3.8.12.2.8 The transmitter identification code shall be the same as that selected in
paragraph 2.2.8.
3.9 Communications Front to Rear
The following communications protocol and data message formats shall be mandatory for the
front-to-rear communications link.
3.9.1 Governing Factors
The following items were considered when formulating the guidelines for the front-to-rear proto-
col.
3.9.1.1 Since the front-to-rear communications protocol now concerns a control function as well
as telemetry, additional code security is desirable.
3.9.1.2 An emergency brake application command from the front unit must activate the emer-
gency air valve typically within 1 second.
3.9.1.3 The front-to-rear radio link shall achieve a single transmission success rate of 98% or
better, averaged over typical railroad operating terrain, for a train length of 5000 ft. The intent
of this requirement is for this link to have the same performance in terms of throughput as the
rear-to-front link.
3.9.1.4 To enable functioning of two-way telemetry on more than one train in close proximity
(radio range), no unit can be allowed to flood either radio channel with a long continuous burst of
message transmission.
3.9.1.5 Performance of rear-to-front communication must not be degraded by the front-to-rear
link.
3.9.2 General
Synchronous transmission
3.9.3 Modulator/Demodulator
The modulation scheme shall be identical to that described in paragraph 2.3.2 for the one-way sys-
tem.
3.9.4 Transmission
The front-to-rear radio channel shall operate at 452.9375 MHz. All other parameters describing
this radio channel, including band width and stability, shall be as stated in the guidelines for the
one-way system.
3.9.5 Transmission Format Front-to-Rear Communications
Any message sent from the front unit to the rear unit shall utilize the format described in the fol-
lowing sections:
3.9.5.1 Each message shall consist of three identical data blocks.
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3.9.5.2 At the beginning of the message (before first data block only), a series of synchronization
bits shall be sent to allow the transmitter and receiver circuitry to stabilize and to establish both
bit and frame sync.
3.9.5.3 Immediately following the synchronization bits will be a 30-bit data sequence for the
block followed by a 33-bit BCH error detection code.
3.9.5.4 Each data block is followed by a single odd parity bit.
3.9.5.5 The total length of each message is 672 bits.
3.9.6 Message Format Front-to-Rear Communications
A message transmitted by the front unit shall have the following format:
Bit sync 456 bits
Frame sync 24 bits
Data block 63 bits
Odd parity bit 1 bit
Data block (repeat #1) 63 bits
Data block (repeat #2) 63 bits
3.9.7 Data Block Format
3.9.7.1 Each of the three data blocks shall have an identical format.
3.9.7.2 The format within each block shall consist of 30 information bits followed by 33 BCH
error check bits conforming to the (63.30) format.
3.9.7.3 The general format of each data block is as follows:
Chaining bits 2 bits (always 11)
Message type identifier 3 bits (always 000)
ID 17 bits
Command word 8 bits
Status request or emergency BCH code 33 bits
3.9.8 Message Data Block Elements (In Order Transmitted)
3.9.8.1 Bit Sync
Immediately preceding the start of every basic block transmission, a series of sync bits shall be
sent to allow the transmitter and receiver circuitry to settle and to establish both-bit timing. The
bit sync shall be a 456-bit pattern of alternating zeros and ones (i.e., 010101010101...).
3.9.8.2 Frame Sync
Immediately following the bit sync pattern, a frame sync code shall be transmitted to establish
frame synchronization.
The frame sync used shall be the 24-bit code:
1000 1111 0001 0001 0010 1001
The left bit in the above code is the LSB, transmitted first. Note that the bit and frame sync
patterns are not considered to be a part of the message information bits for the purpose of generat-
ing the BCH error detection/correction code.
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3.9.8.3.1 Chaining bits are a 2-bit code that provides information about the position of the cur-
rent data block within the overall message being received. Chaining bits indicate whether the
block is the first block, the last block, or an intermediate block in the message.
3.9.8.3.2 For the front-to-rear protocol, the first (and only) block is uniquely identified by the
chaining bits “11,” signifying only one block in the message. The left-hand bit is MSB. Note that
for the front-to-rear protocol, the second and third blocks are repeats of the first block.
3.9.8.4 Message Type Identifier
The message type identifier is a 3-bit code used to define the type of message being transmitted by
the cab unit. For two-way end-of-train systems, this code shall be all zeros (i.e., 000).
3.9.8.5 ID Code
Unique ID code of the rear unit being addressed shall be the next item in the data message. This
code number will be within the range 00000 to 99999 and, therefore, will require 17 bits. The
address code shall be expressed in binary and sent LSB first.
3.9.8.6 Command Word
The left bit in the code below is the MSB and sent LSB first. An 8-bit command word shall be
used for the following two functions:
3.9.8.6.1 Status update request from front unit
01 01 01 01
3.9.8.6.2 Emergency brake application
10 10 10 10
3.9.8.7 BCH Code
The BCH code used for front-to-rear transmissions is a 33-bit detection/correction code applied
only to the data portion of the block. The BCH code is of the (63.30) type and is computed at the
time a message is transmitted by dividing the message block information bits by the generator
polynomial:
g(x)=(33,32,30,29,28,27,26,23,22,20,15, 14,13, 11,9,8,6,5,2,1,0)
This remainder is the result that is sent.
The BCH code shall be sent LSB first. Note that the bit sync and frame sync patterns are not con-
sidered part of the block information bits and, therefore, are not included in the BCH generation
process.
3.9.8.8 Parity Bit
An odd parity bit shall be added at the end of each data block. The bit positioning diagram corre-
sponding to this format is given in Appendix C, Table C.2.
4.0 OPTIONAL FEATURES
This section discusses several optional features that could be added to the basic system. As previ-
ously indicated, the basic system is defined as the minimum system necessary to ensure compati-
ble operation for run-through trains. Most of the options to be discussed become feasible as a
result of installing on board the train those minimum data processing and communications capa-
bilities provided by the basic system. With relatively modest increases in data processing, commu-
nications, and display capabilities over and above capabilities provided by the basic system, a
number of optional features become viable. The selection of which option(s) is/are to be selected
resides entirely with the acquiring railroad. Many of the options are highly desirable to some rail-
roads. However, the various optional features described below can be added to the basic system if
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and only if the minimum compatible operations are not in any manner compromised by the incor-
poration of any optional feature.
The options to be discussed are as follows:
• Option 1—Rear End Marker Device
• Option 2—Multiple Brake Pipe Pressure Threshold Switches
• Option 3—Brake Pipe Pressure Transducer
• Option 4—Rear Car Movement Indicator
• Option 5—Built-in Battery Charger for Rear Unit
• Option 6—Rear Unit Status Monitoring
• Option 7—Rear Car Slack Status Detection
• Option 8—Rear Car Brake Cylinder Release Detection
• Option 9—Undesired Emergency Location
• Option 10—Emulation of Rear Car Brake Control Valve Activity
• Option 11—Deleted, See paragraph 3.0
• Option 12—Automatic Initial Terminal Air Brake Test
• Option 13—Voice Warning and Advice
• Option 14—Hot Box, Dragging Equipment, and Other Defects Cab Display
• Option 15—Train Orders Cab Display
• Option 16—Automatic Train Location
• Option 17—Midtrain Slack and Brake Pipe Pressure Detectors
• Option 18—Disabled Train Warning Light
• Option 19—Rear Car Acceleration Indicator
• Option 20—Front Unit Authorization for Additional Security in Two-Way Systems
It should be noted that discussions of options are not intended to suggest that any single option or
combination of options is a requirement. Each railroad must make these choices based upon its
own needs and objectives. It is the intent of this section to enable the maximum opportunity to tai-
lor the most effective Train Information System that will meet the individual needs of each using
railroad. It also should be restated that any option or combination of options installed in any sys-
tem shall not in any manner interfere with or constrain operation with a companion unit config-
ured for basic system capabilities. Furthermore, options shall meet applicable environmental
specifications established for related basic system units and components.
The following paragraphs will discuss the various options.
4.1 Rear End Marker Device
4.1.1 A lighted rear marker device is currently required by Title 49 CFR Part 221 on trains oper-
ating in the United States. Other jurisdictions (e.g. Canada, Mexico), also have requirements
which are different from those described in 49 CFR Part 221. Because of these requirements, there
may be advantages for some railroads to incorporate a rear marker device as an optional feature to
their basic Train Information System.
4.1.2 This section briefly addresses the issue of a rear-of-train marker device insofar as it con-
cerns Train Information System design. These provisions are offered only as an explanation of
ideas for meeting statutory requirements with this type of system in a reasonable manner. In no
way do these provisions constitute an endorsement, specification, or mandatory requirement for a
marker light feature in a Train Information System.
4.1.3 If a marker device (light) is installed as an optional feature in a Train Information System,
the following points should be considered:
4.1.3.1 The marker device be an integral part of the rear unit.
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4.1.3.2 All statutory requirements be met by the marker device, including Title 49 CFR Part 221
for a U. S. installation or other applicable regulation for a foreign application.
4.1.3.3 The marker device power requirements have a minimal impact on the rear unit battery
life (see paragraph 2.1.3).
4.1.3.4 The operation of the marker device be unaffected by the operation of any other rear unit
optional feature, within the limits of the battery life.
4.1.3.5 A marker device status indication be developed at the rear unit, transmitted to the cab
unit as one of the data parameters, and displayed to the engineer.
4.1.3.6 Ease of field servicing and reliability be emphasized in the design of the marker device.
4.2 Multiple Brake Pipe Pressure Threshold Switches
An optional feature that could be incorporated into the basic system is one or more additional pres-
sure threshold switches. The additional pressure threshold intervals would permit additional
brake pipe pressure functions. For example, a 10-psig pressure switch could be used to power down
the rear unit during extended periods when brake pipe pressure (BPP) was zero. Other intervals
could be selected by using railroads. Additional display devices would be needed. However, these
additional devices shall not interfere with the planned uses and meanings of basic system func-
tions and displays.
4.3 Brake Pipe Pressure Transducer
Another option is addition of a continuous, quantitative BPP display in the cab. The BPP trans-
ducer must provide 0–125 psig measurements with ±3 psig accuracy.
An alphanumeric cab display could be used to present this information to the locomotive engineer.
This cab display must provide sufficient characters to present rear car brake pipe pressure to the
nearest 1 psig. The display must be legible in both bright daylight and night vision conditions in
the cab. It is suggested that character height be at least 0.5° of arc as viewed from the locomotive
engineer's seated position. Location of the alphanumeric display unit must not obstruct the loco-
motive engineer's field of view. Optional display devices must also meet other applicable guidelines
presented in paragraph 2.2, Basic System Cab Unit.
4.4 Rear Car Movement Indicator
Another option would provide the locomotive engineer with information about movement of the
rear car. A motion detecting device in the rear unit would encode a single bit of information in data
messages. The cab unit would receive this information and use a suitable display to indicate that
the rear car is moving or not moving.
4.5 Built-in Battery Charger for Rear Unit
Some railroads may wish to incorporate a battery charger circuit into the rear unit to facilitate
recharging of battery packs. Reliability and serviceability would be improved if personnel could
simply plug in a line cord to 115 V AC, which would recharge battery packs at the correct voltage
and charging rate.
4.6 Rear Unit Status Monitoring
The reliability and maintainability of the rear unit would be enhanced by built-in performance
monitoring. This performance monitoring feature could monitor the status of the sensing device,
battery voltage, and other optional features that may be added to the rear unit. Status information
could be displayed in the cab and/or recorded for self-diagnosis, sensor calibration, and mainte-
nance.
4.7 Rear Car Slack Status
Another optional feature for Train Information Systems is the reporting of slack conditions
between the last two cars in a train. An elementary rear car slack status indicator would simply
determine the slack state as either being in a draft or buff condition and display this status in the
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cab. A slightly more sophisticated rear car slack status indicator would not only determine the
buff/draft slack state but also estimate the magnitude of the coupler forces.
4.8 Rear Car Brake Cylinder Release Detection
Train handling and completion of terminal air test could be improved if a positive and reliable
method were devised to detect brake application and release at the rear car. This could be accom-
plished by using a movement/motion sensor on the brake cylinder piston or brake beam.
4.9 Undesired Emergency Location
The cause of undesired emergency (UDE) applications of train brakes may occasionally be difficult
to identify because of the inability to isolate the source of the problem at the time of occurrence.
“Kickers” are one type of UDE that fall into this category. A Train Information System equipped
with a UDE locator option will be able to detect the source of an emergency application of the train
brakes to within one or two car lengths. Upon detecting the emergency application at the rear car,
a data message is immediately transmitted to the cab unit reporting that the rear end is in emer-
gency. The cab unit logs the time of arrival of this message and logs the time of arrival of the emer-
gency brake application at the front of the train using a BPP transducer in the locomotive. The cab
unit then calculates the location of the UDE using train length data (previously input by the engi-
neer) and then displays the estimated location of the UDE on a suitable display.
4.10 Emulation of Rear Car Control Valve Activity
Another optional feature could provide the locomotive engineer with expanded information about
the rear car brake system. By continuous monitoring of changes in brake pipe pressure over time,
it is possible to predict the brake cylinder, emergency reservoir, and auxiliary reservoir pressures
without direct measurement. Once this information has been calculated, it can be presented to the
engineer as a quantitative or qualitative indication of the following:
4.10.1 The state of the air charge at the rear of the train
4.10.2 An emergency or service brake application
4.10.3 A brake release in progress
4.10.4 Low rear-end train line pressure
4.11 Automatic Initial Terminal Air Brake Test
Availability of an onboard microprocessor in the locomotive cab offers the possibility of improving
the consistency and accuracy of both the Initial Terminal Air Brake Test and the 1,000 Mile Air
Brake Test.
4.12 Voice Warnings and Advice
Recent advances in the presentation of information have included methods for verbal announce-
ment of computer-generated display and status information. With this method, instead of a visual
display, a voice would announce the information on a speaker. With such voice presentations, the
locomotive engineer is not required to visually scan a display to read the information. This method
would be most beneficial during periods of peak demands for visual scanning outside the cab.
4.13 Hot Box, Dragging Equipment, and Other Defects Cab Display
Availability of both a data communications link and a microprocessor on board locomotives offers
the potential for integrating existing wayside detector systems into a cab display for the locomo-
tive engineer.
4.14 Train Orders Cab Display
Availability of a microprocessor, computer memory, and alphanumeric cab displays in locomotives
offers the potential for cab displays of a variety of train operations information and aids useful to
the locomotive engineer. For example, train orders, train makeup information, and special restric-
tions information could be prepared on a main frame computer, recorded on a digital mass storage
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device (e.g., cassette tape, nonvolatile memory, CD-ROM, or diskettes), loaded into the cab unit at
the start of a trip, and displayed upon request of the locomotive engineer in the cab at any time
during a trip. Such a tape or memory device could even be used to enter the identification number
of the Train Information System rear unit and train length for each trip. This would require addi-
tion of a memory readout device and a larger alphanumeric display device in the locomotive cab
and computer facilities for preparation of the digital storage memories.
4.15 Automatic Train Location
This option would use interrogation and response interactions between wayside stations and the
train to provide accurate train location data independent of existing block signal systems.
4.16 Midtrain Slack Status and Brake Pipe Pressure Detectors
Another option could provide midtrain slack and brake pipe pressure status in the cab. This would
require one or more sensor units, similar to the rear unit operating at any designated midtrain
location, in parallel with the rear unit. Each unit would be assigned a unique identification num-
ber to enable the cab unit to distinguish data reported from each location. Increased communica-
tions processing capability would be required, along with increased alphanumeric display
capability and a display selector device.
4.17 Disable Train Warning Light
In the event a train suddenly becomes disabled, such as from an undesired emergency brake appli-
cation, operating rules require the crew to protect approaching trains from the possibility of a
derailment. This option would add a light to warn approaching trains of this situation. This warn-
ing light would be illuminated either automatically when train brakes are applied in emergency or
manually by the locomotive engineer using a cab control switch. The light would be reset by a con-
trol stand switch. This warning light would not replace the rear-end marker device, nor shall the
marker device serve this function.
4.18 Rear Car Acceleration Indicator
Another train-handling-related option would provide a cab display of rear car acceleration. This
could be accomplished using a longitudinal accelerometer in the rear car and displayed in the cab
in miles per hour per minute.
4.19 Front Unit Authorization for Additional Security
4.19.1 This is a recommended option that provides additional security to prevent unauthorized
application of the emergency braking feature by a party or parties external to the control cab of the
train.
4.19.2 This option is to maximize the safety of the system while not compromising the two-way,
front-to-rear code security described in paragraph 3.0.
4.19.3 By using the following procedure when the rear unit is tested by a employee at the end of
the train, the front equipment is authorized to transmit the emergency command to its associated
rear unit only.
4.19.4 Description of Arming Sequence
Detailed below is a technical description of the front unit authorization option as used to provide
protection against external initiation of the emergency braking feature described in
paragraph 3.0.
4.19.4.1 When a front unit is said to be authorized to transmit emergency on a certain ID code, it
means that it is capable of doing so only when the thumb wheel switches match the authorized ID
code.
4.19.4.2 The authorized ID code shall be stored in nonvolatile memory in the front unit (i.e., it
shall be retained indefinitely when the unit is unpowered). This is required should power to the
device be lost.
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4.19.4.3 The authorized ID code shall not be directly readable by the user in operational mode,
but shall be capable of being displayed in a test mode for maintenance purposes.
4.19.4.4 The front unit shall retain the last-used authorized ID code until reauthorized on a dif-
ferent code.
4.19.4.5 Whenever the front unit sends a status update request having an ID code (selected by
the thumb wheels) that does not match the authorized code, it shall sound an audible alarm and
display the warning NOT ARMD for 1 second. This alerts the user that the emergency function is
not available while still allowing a two-way communications link test to any rear unit without hav-
ing to go through the authorizing sequence.
4.19.4.6 To authorize the front unit, the TEST button on the rear unit is pushed. The transmis-
sion initiated by this action shall have the code 111 as Message Type Identifier and the Confirma-
tion bit reset to “0.”
4.19.4.7 When the front unit receives a rear-to-front message matching its dialed ID code, which
has Message Type Identifier 111 and the Confirmation bit reset to 0, it shall sound an audible
alarm and display the message ARM NOW for 5 seconds. The above transpires if and only if the
stored authorized code differs from the ID code of the received rear unit's ID code.
4.19.4.8 To complete the authorizing sequence, a communications link test shall be initiated
while the display shows ARM NOW. This shall initiate a status update request and cause the dis-
play to revert to normal.
4.19.4.9 After the transmission with Message Type Identifier 111 has been sent (per
paragraph 4.19.4.6), the rear unit shall respond to the first valid status update request
received within 6 seconds from the front unit (per paragraph 4.19.4.8) with a message in which
the Confirmation bit is set to 1 and a Message Type Identifier to 111. On subsequent replies to
status update requests or on any reply occurring 6 seconds after the ARM transmission, the Mes-
sage Type Identifier shall be set to 000.
4.19.4.10 When the front unit receives a confirmation of a status update request that has Mes-
sage Type Identifier 111 and the Confirmation bit set to 1, it shall sound an audible alarm and dis-
play ARMED for several seconds. The display shall then revert to normal. At this time, the new
authorized code is written into non-volatile memory in the front unit.
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APPENDIX A S-5701
APPENDIX A
CODING OF ASCII CHARACTERS IN MESSAGES
A desirable feature of a Train Information System is the ability to send ASCII character strings to
a cab unit, which could subsequently display this information directly on a suitable display device.
To facilitate the development of this optional feature, the following information, which pertains to
Type 0 messages, is provided.
When an Optional Data Block format indicator bit is a one (1), the 42 data bits that follow the indi-
cator bit are coded as six 7-bit ASCII characters. The designated coding format for a character is
shown in Table A.1, which contains the 128-character conventional ASCII character set. Each
ASCII character sent in the block shall be transmitted LSB first.
A rear unit device must transmit a total of six ASCII characters when the ASCII data format is
used. If the transmitting system requires only a portion of the six characters available in the
optional data block, additional ASCII characters must be appended as place markers so that all 42
bit positions are filled with data. (That is, all ASCII character strings must be padded to six char-
acters if less than six are required.) The ASCII null (NUL) or space (SP) characters could be used
in many situations to fulfill this requirement.
An example of a Type 0 message containing an ASCII character string is shown in Fig. A.1. The
character string in the message is the 10-character string, “SAMPLE ONE.” This character string
requires two optional data blocks in the message. Two ASCII null characters have been added to
the string in order to fill the entire data field in the second optional data block. The data values
listed are in binary, with the right-most bit being the LSB.
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S-5701 APPENDIX A
Basic Bit sync

Block Frame sync
Chaining bits
Device battery condition
Message type identifier
Unit address code
Rear brake pipe status and pressure
Discretionary information
Motion detection
Marker light battery condition
Marker light status
Basic block BCH code
Trailing bit
Optional Bit sync
Data Frame sync
Block 1
Chaining bits
Block format indicator bit 1
ASCII character S 1010011
ASCII character A 1000001
ASCII character M 1001101
ASCII character P 1010000
ASCII character L 1001100
ASCII character E 1000101
Optional block I BCH code
Trailing bit
Optional Bit sync
Data Frame sync
Block 2
Chaining bits
Block format indicator bit 1
ASCII character SP 0100000
ASCII character O 1001111
ASCII character N 1001110
ASCII character E 1000101
ASCII character NUL 0000000
ASCII character NUL 0000000
Optional block II BCH code
Trailing bit
Fig. A.1 Example of Type 0 message with ASCII character string
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APPENDIX A S-5701
Table A.1 ASCII code chart

87 0 0 0 0 1 1 1 1
86 0 0 1 1 0 0 1 1
85 0 1 0 1 0 1 0 1
Bits High X & Y Graphic
Control Low X Low Y
84 83 82 81 Input
0 0 0 0 NUL 0 DLE 16 SP 32 0 48 @ 64 P 80 ‘ 96 p 112
0 0 0 1 SOH 1 DC1 17 ! 33 I 49 A 65 Q 81 a 97 q 113
0 0 1 0 STX 2 DC2 18 “ 34 2 50 B 66 R 82 b 98 r 114
0 0 1 1 EXT 3 DC3 19 # 35 3 51 C 67 S 83 c 99 s 115
0 1 0 0 EOT 4 DC4 20 $ 36 4 52 D 68 T 84 d 100 t 116
0 1 0 1 ENQ 5 NAK 21 % 37 5 53 E 69 U 85 e 101 u 117
0 1 1 0 ACK 6 SYN 22 & 38 6 54 F 70 V 86 f 102 v 118
0 1 1 1 BEL 7 ETB 23 ‘ 39 7 55 G 71 W 87 g 103 w 119
BELL
1 0 0 0 BS 8 CAN 24 ( 40 8 56 H 72 X 88 h 104 x 120
BACK-
SPACE
1 0 0 1 HT 9 EM 25 ) 41 9 57 I 73 Y 89 i 105 y 121
1 0 1 0 LF 10 SUB 26 * 42 : 58 J 74 Z 90 j 106 z 122
1 0 1 1 VT 11 ESC 27 + 43 ; 59 K 75 [ 91 k 107 { 123
1 1 0 0 FF 12 FS 28 , 44 < 60 L 76 \ 92 l 108 | 124
1 1 0 1 CR 13 GS 29 - 45 = 61 M 77 ] 93 m 109 } 125
RETURN
1 1 1 0 SO 14 RS 30 . 46 > 62 N 78 ^ 94 n 110 ~ 126
1 1 1 1 SI 15 US 31 / 47 ? 63 O 79 _ 95 o 111 RUBOUT
(DEL)127
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S-5701 APPENDIX B
APPENDIX B
BIT POSITIONING DIAGRAM
BASIC MESSAGE BLOCK—ONE WAY SYSTEM
MSB LSB
UAC Message Type Identifier Device Battery Chaining Bits
Condition
Unit Address Code (UAC)
Discretionary Rear Brake Pipe Status & Pressure
Discretionary Information
BCH Code Marker Status Marker Condition Motion Detection Discretionary
Information
BCH Code
Trailing Bit BCH Code
Note: Bit and frame sync bits are not shown.
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APPENDIX C S-5701
APPENDIX C
BIT POSITIONING DIAGRAM
MESSAGE BLOCK—TWO WAY SYSTEM
Table C.1 Rear-to-front communications

MSB LSB
UAC Message Type Identifier Device Battery Condition Chaining Bits
Discretionary Rear Brake Pipe Status & Pressure
Valve Circuit Discretionary Information
BCH Code Marker Marker Motion Discretionary Confirmation
Status Condition Detection Information
BCH Code
Trailing Bit BCH Code
Table C.2 Front-to-rear communications

MSB LSB
Rear Unit Address Code Message Type Condition Chaining Bits
Rear Unit Address Code
Command Rear Unit Address Code
BCH Command
BCH Code
BCH Code
BCH Code
Parity Bit BCH Code
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CHANGE RECORD SHEET

1.1 11/1/01 K–16 Retitled specification to End-of-Train Communication.
1.1 11/1/01 K–33 SPR 01—Modified paragraph 3.8.7.1—frequency of request of status request
updates changed from 10 and 6 minutes respectively to 2 minutes.
1.1 11/1/01 K–30, SPR 17—Inserted new paragraph 3.8.2, Automatic Emergency Brake Application.
K–32 Added sentence to paragraph 3.2, Brake Application, to reflect EOT application of
train emergency air brakes upon emergency train brake application by the
engineer in the cab.
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S-5702
RAILROAD ELECTRONICS
ENVIRONMENTAL REQUIREMENTS
Standard
S-5702
Adopted: 2003; Revised 2005

TABLE OF CONTENTS
Paragraph
or Appendix Topic Page
1.0 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–49
2.0 Applicable Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–49
3.0 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–50
3.1 Classes of Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–50
3.2 Environmental Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–51
3.3 Transportability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–59
3.4 Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–59
4.0 Electromagnetic Interference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–59
4.1 Electromagnetic Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–60
4.2 Electronic Components Equipment Emission Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–60
5.0 Power Supply—Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63
5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63
5.2 Input Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63
5.3 Input/Output Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.1
5.4 Voltage Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.1
5.5 Output Voltage and Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.1
5.6 Over-Voltage Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.1
5.7 Short-Circuit Surge Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.2
5.8 Voltage Ripple. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.2
5.9 Load Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.2
5.10 Voltage Hold-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–63.2
Appendix A Electromagnetic Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–64
1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–64
2.0 EME Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–64
Appendix B EIA Standards RS-186C, Method 12, (Heat - Life Test) (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–76
1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–76
2.0 Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–76
3.0 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–76
4.0 Precaution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–77
Appendix C EIA Standard RS-186C, Method 11, Test Condition A (Thermal Shock in Air) (optional) . . . . . . . . . . . . K–78
1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–78
2.0 Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–78
3.0 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–78
4.0 Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–79
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Appendix D EIA Standards 186C, Method 2, Moisture Resistance (Cycling) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–80

1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–80
2.0 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–80
Appendix E EIA Standards 186C, Method 1, Humidity (Steady State) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–82
1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–82
2.0 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–82
3.0 Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–82
Appendix F Dust Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–83
1.0 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–83
2.0 Apparatus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–83
3.0 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–83
4.0 Dielectric Strength Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–83
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FOREWORD
PURPOSE OF RAILWAY ELECTRONICS SPECIFICATIONS
This specification for railway electronics has been developed through a public open-forum process
involving contracted systems engineers, railroad industry professionals, and suppliers. The pur-
pose of this and other railway electronics specifications is to define the performance and interface
requirements for railway electronics hardware and software. Railway electronics specifications are
designed to document the stated requirements of railroad operational and technical professionals
concerning railway electronics hardware and software. These specifications are designed to facili-
tate compatibility and standardization without limiting the internal design approaches of individ-
ual suppliers.
Publication of this specification does not commit any railroad to purchase any hardware or software
described herein, require any railroad to use this specification for the purchase of hardware or soft-
ware generally described, nor constitute endorsement of any supplier's product designed or built ac-
cording to this specification. Decisions to purchase any product developed in accordance with this
specification are matters of discretion and judgment on the part of individual railroads and individ-
ual suppliers.
The purchaser of equipment utilizing these specifications may wish to require the supplier to iden-
tify where the equipment provided does not comply with details specified in this document.
1.0 SCOPE
This document sets forth the specifications for the various environments into which railway elec-
tronics components may be placed in operation. Equipment provided under these specifications
must meet all performance requirements in the environment for which it is intended. The parame-
ters listed herein incorporate requirements that are common to AAR standards, military specifica-
tions, Federal Communications Commission regulations, and various other industry-accepted
practices. There is evidence that equipment can be produced to function satisfactorily in the envi-
ronments defined. Railroads or OEMs may choose to impose more restrictive environmental
requirements than those stated herein. This specification is applicable only to equipment ordered
and purchased after the date of publication.
Equipment suppliers should note that this and related railway electronics documents encourage
them to produce high-performance, low-maintenance, high-reliability equipment. They are free to
accomplish these objectives and satisfy the requirements of this specification by means of design
techniques and technology that they consider to be cost effective and appropriate. There may be
alternatives to many of the test methods provided in this specification. Those alternative methods
may be used to verify compliance to requirements contained within this specification at the discre-
tion of the user and supplier. Compliance with these specifications does not imply automatic com-
pliance with existing regulatory and safety requirements. Suppliers providing and railroads
purchasing hardware and software for railway electronics must ensure independently their com-
pliance with appropriate regulations.
2.0 APPLICABLE DOCUMENTS
The following documents are a part of this specification to the extent that they are referenced
herein. In the event of conflict between the documents referenced herein and the requirements of
this specification, the contents of this specification shall take precedence.
• AAR Manual of Standards and Recommended Practices, Section K, Standard S-5700,
“Configuration Management Plan” (current version)
• AAR Manual of Standards and Recommended Practices, Section K, Volume II, Radio Com-
munications
• AAR Manual of Standards and Recommended Practices, Section M, Specification M-590,
“Locomotive System Integration Architecture” (current version)
• American Society for Testing & Materials, ASTM-B-117, “Standard Practice for Operating
Salt Spray (Fog) Testing Apparatus”
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• American Society for Testing & Materials, ASTM-B-368, “Standard Method for Cop-
per-Accelerated Acetic Acid-Salt Spray (Fog) Testing (CASS Test)” (R1990)
• AREMA Communications and Signals Manual of Recommended Practices, part 11.5.1,
“Recommended Environmental Requirements for Electrical and Electrical Signal System
Equipment” (revised 1997)
• ATCS Specification 100, “System Architecture” (current version)
• ATCS Specification 140, “Recommended Practices for Safety and Systems Assurance” (cur-
rent version)
• ATCS Specification 310, “Locomotive Computer” (current version)
• ATCS Specification 320, “Locomotive Displays and Controls” (current version)
• ATCS Specification 335, “Transponder/Interrogator” (current version)
• ATCS Specification 400, “Dispatch System Architecture” (current version)
• ATCS Specification 500, “Field Systems Architecture” (current version)
• ATCS Specification 530, “Wayside Interface Unit” (current version)
• ATCS Specification 600, “Work Vehicle System Architecture” (current version)
• ATCS Specification 610, “Track Forces Terminal” (current version)
• ATCS Specification 620, “Work Vehicle Display and Control Unit” (current version)
• ATCS Test Procedures for the Measurement of Locomotive Electromagnetic Interference
Characteristics, January 1989
• EIA Standards RS-186C
• FCC Regulations, Part 15 (CFR 47)
• IEC 61000-4-2
• IEC 61000-4-3
• IEC 61000-4-4
• MIL-STD-461E
• MIL-STD-462D Method RE102
• MIL-STD-794E, “Procedures for Packaging of Parts and Equipment”
• MIL-STD-810E, “Environmental Test Methods Guidelines”
3.0 REQUIREMENTS
The purpose of this specification is to outline the range of environmental conditions for storage
and operation of railway electronics equipment designed and manufactured for use in railroad
operations.
3.1 Classes of Environment
The railway electronics equipment will operate in a wide range of environments, from severe to
benign. A severe environment is one to which no controls or conditioning are applied. A benign
environment is one in which the ambient conditions are closely controlled at a predetermined
level. In order to adequately specify the appropriate operating range for each piece of equipment
used, the equipment has been subdivided into the following nine categories:
3.1.1 Vehicle Interior (Cab)
All equipment mounted in spaces on the locomotive or work vehicle that are intended for continu-
ous crew occupancy. The cab and control stand are examples of the vehicle cab interior.
3.1.2 Vehicle Interior (Non-Cab)
All equipment mounted in the enclosed interior spaces of the locomotive or work vehicle exclusive
of the engine compartment and cab spaces. The electrical control cabinets and short hood are
examples of the vehicle non-cab interior.
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3.1.3 Vehicle Exterior (Body Mounted)

All equipment mounted on space outside the enclosed areas of the locomotive or work vehicle that
are exclusive of direct contact with the rails (“sprung”) (e.g., antennas).
3.1.4 Vehicle Exterior (Truck Mounted)
All equipment mounted on “unsprung” components of the locomotive or work vehicle, such as
trucks, wheels, and axles.
3.1.5 Vehicle Interior (engine compartment)
All equipment mounted within the engine compartment on the locomotive.
3.1.6 Wayside Outdoors
All equipment located outdoors in a fixed location (e.g., switch machines, remote feed boxes, and
wheel detectors).
3.1.7 Wayside Bungalows and Instrument Cases
All equipment installed in bungalows that are unheated and without air conditioning.
3.1.8 Wayside Control Room
All equipment installed in heated buildings that are without air conditioning.
3.1.9 Computer Rooms
All equipment located in a ground benign environment, with heating and air conditioning.
3.1.10 Roadbed
All equipment installed on or between the railroad track ties without protection from the environ-
ment and within striking distance of debris falling from or attached to a train (e.g., transponders).
3.2 Environmental Limits
Tables 3.1 and 3.2 summarizes the parameters of the environmental tests. A more detailed
description of the test parameters and procedures is contained in the following sections. Test
methodology used to demonstrate equipment capability to meet these environmental require-
ments shall be according to this specification, the procuring railroad’s specified procedures, the
vendor-supplied qualification test plan, and the procedures contained in MIL-STD-810E and EIA
Standards RS-186C.
3.2.1 Test Sequence
The environmental tests described in the following paragraphs shall be performed sequentially on
test item(s) of candidate railway electronics equipment manufactured by the same processes and
to the same standards as those to be procured for use in the railroad environment. Certain envi-
ronmental tests may weaken electronic equipment and cause greater susceptibility to failure from
the effects of the following environmental tests. The test sequence below has been designed with
the guidance of MIL-STD-810E and experience gained from previous testing of electronic equip-
ment for service in the railroad environment. All equipment to be qualified for use as railway elec-
tronics equipment shall pass all environmental acceptance tests described below in the following
sequence:
• Sinusoidal vibration
• Random vibration
• Mechanical shock
• Ambient temperature storage
• Temperature cycling
• Tunnel temperature
• Temperature extremes
• Rain
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• Sand and dust

• Humidity
• Salt fog
The combined aggressive effect of humidity soak prior to the salt fog testing may cause undue
environmental stress on electronic equipment. Therefore, salt fog testing may be performed on a
separate test item(s) from the rest of the environmental tests. All other environmental tests shall
be performed sequentially on test item(s) lot.
3.2.2 Temperature
The electronics equipment must not require locomotive cab air conditioning to meet the
requirements of this specification.
3.2.2.1 The specified storage temperatures are the lowest and highest ambient temperatures
expected to be experienced by equipment during storage or exposure to climatic extremes with
power off. The equipment is not expected to be capable of operating at these temperatures, but to
survive them without damage. The specified operating temperatures are the lowest and highest
ambient temperatures expected to be experienced by the equipment during normal operation. The
equipment is expected to be turned on and to operate within these operating temperatures. The
equipment should be fully operational within 30 seconds after initial turn on. All candidate rail-
way electronics equipment shall be tested in production configuration with internal fans or heat-
ers added for the purpose of passing the temperature extremes testing, if those devices are a part
of the implementation. The railway electronics equipment should not require externally-provided
forced air cooling. The equipment shall perform as required in the procuring specifications over the
specified temperature range when tested. Testing shall include high and low temperature testing
while operating, high and low temperature testing while not operating, temperature cycling, and
tunnel temperature testing.
3.2.2.2 The railway electronics equipment under test shall function per the procuring specifica-
tion without failure after storage temperature tests, after temperature shock tests, and during and
after operational tests. After testing, the railway electronics equipment under test shall also meet
the failure requirements of MIL-STD-810E, Section 5.2.7.
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Table 3.1 Environmental requirements

Vehicle Vehicle
Vehicle Vehicle Vehicle
Exterior Exterior
Parameter Condition Interior Interior Interior
Body Truck
Cab Non-Cab Engine
Mounted Mounted
Operating Max +70EC +70EC +50EC +50EC 100o C
(Start-up) Min –40EC –40EC –40EC –40EC –40o C
Storage Max +70EC +70EC +50EC +50EC +100EC
Temperature Min –40EC –40EC –40EC –40EC –40EC
Tunnel Temp N/A +100EC +140EC +140EC +140EC
Max –40EC –40EC –40EC –40EC
Min
Min –200 ft –200 ft –200 ft –200 ft –200 ft
Altitude
Max 12000 ft 12000 ft 12000 ft 12000 ft 12000 ft
Sunlight Exposure N/A N/A See Section 3.2.9 See Section 3.2.9 N/A
Operating Max 95% 95% 95% 95% Ditto
Humidity Min 40% 40% 40% 40%
(Non-Condensing)a/ Storage Max 95% 95% 95% 95% Ditto
Min 40% 40% 40% 40%
5 to 10 Hz 7.6 mm p-p 7.6 mm p-p 5 mm p-p Truck Axle 7.6 mm p-p
10 to 50 Hz 1.5 G peak 1.5 G peak 2.5 G peak 5 mm p-p 6 mm p-p 1.5 G peak
50 to 100 Hz 1.5 G peak 1.5 G peak 2.5 G peak 10 G peak 42 G peak 1.5 G peak
Vibration
100 to 200 Hz 1.5 G peak 1.5 G peak 2.5 G peak 10 G peak 42 G peak 1.5 G peak
200 to 1000 Hz 2.5 G peak 10 G peak 42 G peak
1000 to 3000 Hz 10 G peak 42 G peak
Shippingb/ 36-in. drop 36-in. drop 3-in. drop 36-in. drop Ditto
Mechanical
Shock Mounted 10 G peak 10 G peak 10 G peak 20 G peak
(11 msec pulse)
Salt Fog No no Yes Yes
Abrasive Rain No No Yes Yes
Environment Sand No no Yes Yes
Dust Yes Yes Yes Yes
a/ Condensing conditions are required if equipment is not conformally coated.
b/ Damage to shipping container is acceptable, provided component is not damaged.
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Table 3.2 Environmental requirements

Wayside
Wayside Central Office
Wayside Bungalows and
Parameter Condition Control Computer Road Bed
Outdoors Instrument
Room Room
Cases
Temperature Operating Max +70EC +70EC +70EC +25EC +70EC
(Start-up) Min –40EC –40EC –25EC +20EC –40EC
Storage Max +85EC +85EC +85EC +50EC +85EC
Min –55EC –55EC –55EC –15EC –55EC
Shock Temp +70EC +70EC +70EC +25EC +70EC
–55EC –55EC –55EC –15EC –55EC
Humidity Operating Max 95% 95% 95% 45% 95%
Condensing) Min 0% 0% 0% 40% 0%
Storage Max 95% 95% 95% 95% 95%
Min 0% 0% 0% 5% 0%
Vibration 5 to 10 Hz 2 mm p-p 2 mm p-p 2 mm p-p 2 mm p-p 2 mm p-p
10 to 50 Hz 2.8 G peak 1.5 G peak 1.5 G peak 1.5 G peak 1.5 G peak
200 to 1000 Hz — — — — —
Mechanical Shipping 10 G peak 10 G peak 10 G peak 10 G peak 10 G peak
Shock (11 msec pulse)
Mounted 10 G peak 10 G peak 10 G peak 10 G peak 10 G peak
(11 msec pulse)
Abrasive Salt Yes No No No Yes
Environment Rain Yes No No No Yes
Sand Yes No No No Yes
Dust Yes Yes Yes Yes Yes
3.2.2.3 Tunnel Temperature

The equipment shall be placed in a chamber and soaked at Tmin (designating “minimum tempera-
ture”) until thermal equilibrium is achieved. While the equipment is powered and undergoing
functional test, the chamber temperature shall be raised to the maximum tunnel temperature over
a period of 5 minutes. The chamber temperature will then be lowered to back down to Tmint
within the next minute. No equipment malfunctions may occur for successful completion of this
test.
3.2.2.3.1 Temperature Extremes
The equipment is run through a functional test initially at ambient temperature, at a high temper-
ature (Tmax +5 °C), and at low temperature (Tmin –5 °C). Tmax and Tmin can be found in Tables 3.1
and 3.2. Power is not applied to the equipment until thermal stabilization is achieved. After ther-
mal stabilization, the equipment is powered and acceptable functional performance is verified.
3.2.2.3.2 Temperature Cycling
This test will commence for 75 cycles. The test extreme temperatures will be Tmax +5 °C and
Tmin –5 °C. Tmax and Tmin can be found in the applicable environmental specification. Once the
equipment temperature has stabilized within 2 °C of the extreme temperature, “equilibrium” is
reached and the test may advance to the next excursion. The temperature ramp rate of the equip-
ment shall be maximized with a goal of 5 °C per minute, minimum. The ramp rate of an excursion
is defined as the rate achieved after 80% of the total temperature excursion is completed. The
equipment shall be powered on during the transition from cold to hot. The unit shall be powered
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off during the transition from hot to cold. Health monitoring of the unit shall be performed when-
ever the equipment is powered on.
3.2.3 Humidity
3.2.3.1 Moisture Resistance
3.2.3.1.1 If not conformally coated, the railway electronics equipment shall be tested in accor-
dance with EIA Standards RS-186C, Method 2 (see Appendix E). A complete functional test with a
record of all important characteristics of the equipment being tested shall be performed prior to
the start of the humidity test.
3.2.3.1.2 The equipment shall be electrically connected by its specified receptacle and mounted in
its normal operating position. The equipment shall be tested for a series of four cycles (96 hours).
3.2.3.1.3 Twice during the test, the equipment shall be subjected to the dust test specified in
paragraph 3.2.7 during any two of the first three cycles in an uncontrolled humidity environment.
Immediately after the fourth cycle, the equipment under test shall be removed from the chamber
and given a dielectric test as specified in Appendix F, paragraph 4.0. No less than 24 hours nor
more than 48 hours after the completion of the fourth cycle, a complete functional test of the equip-
ment must be performed. All equipment must remain functional.
3.2.3.2 Steady-State Humidity
The equipment shall be tested in accordance with EIA Standards RS-186C, Method 1 (see Appen-
dix D). The equipment shall be exposed to a relative humidity of 90–95% and a temperature of
40 °C ±5 °C for 96 hours. The equipment shall be functional and meet all published specifications
before, during, and after the steady-state humidity test.
3.2.4 Vibration
The railway electronics equipment shall be designed and manufactured to withstand the specified
vibration encountered in all shipping, mounting, and operating modes without damage to the
equipment. Testing can follow paragraphs 3.2.4.1 and 3.2.4.2 or, as an alternative to those sec-
tions, can follow paragraph 3.2.4.3, but not both.
3.2.4.1 Sinusoidal Vibration
3.2.4.1.1 Vibration test shall be performed according to the standards contained in Test Method
514.4 of MIL-STD-810E (3-axis cycled vibration test) and to the levels indicated in Table 3.3. The
equipment shall operate satisfactorily when subjected to sinusoidal vibration in the frequency
range of 5 to 3000 Hz applied along each of three mutually perpendicular axes for a period of
4 hours per axis.
3.2.4.1.2 The railway electronics equipment under test shall function per the procuring specifica-
tion without failure after sinusoidal vibration testing. After testing, the railway electronics equip-
ment under test shall also meet the failure requirements of MIL-STD-810E Section 5.2.7 and the
requirements of Section I 4.11 of Method 514.4 of MIL-STD-810E.
Table 3.3 Sinusoidal vibration profile
Vibration Condition Vehicle Mounted
1 -20 Hz 1G
20-120 Hz 2G
120-200 Hz 2–3 G ramp
200-300 Hz 3G
3.2.4.1.3 These tests shall be used to find panel resonance frequencies. Analysis shall be done to
determine impact and if vibration damping is needed.
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3.2.4.2 Random Vibration

3.2.4.2.1 Random vibration tests shall be performed according to the standards contained in Pro-
cedure I, Test Method 514.5 of MIL-STD-810E. The equipment shall be subjected to random vibra-
tion with the power spectral density as shown in Fig. 3.1, applied along each of the three mutually
perpendicular axis for a period of 4 hours per axis. Note that the vibration environment varies by
locomotive model and location within a given area on the locomotive.
tion without failure during and after random vibration testing. After testing, the railway electron-
ics equipment under test shall also meet the failure requirements of MIL-STD-810E Section 5.2.7
and the requirements of Section I 4.11 of Method 514.4 of MIL-STD-810E.
Fig. 3.1 Power spectral density graph for random vibration testing
3.2.4.3 Mechanical Shock (optional)
3.2.4.3.1 The railway electronics equipment shall be designed and manufactured to withstand
the specified shock and transient vibration encountered in shipping and operation. The equipment
shall be capable of withstanding shock pulses of the shape and tolerance shown in Fig. 3.2 when
applied along each of three mutually perpendicular axes, both in the positive and negative direc-
tions.
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Fig. 3.2 Shock pulse configuration and its tolerance limits

tion without failure after being subjected to the specified mechanical extremes per Test Method
516.3, Procedure I of MIL-STD-810E (3-axis shock pulse test). The railway electronics equipment
under test shall also meet the failure requirements of MIL-STD-810E Section 5.2.7 after testing.
3.2.4.3.3 Alternatively, mechanical shock requirements may be met by a series of repetitive drops
as listed in Table 3.4:
Table 3.4 Mechanical Test Shock Criteria
Weight of Item Height of Drop Number of Drops
Under 50 lb 36 in. Drop on each face, edge, and corner for a total of 26 drops.
50–100 lba/ 24 in. Drop on each face and corner for a total of 14 drops.
100–500 lba/ 18 in. Drop on each corner for a total of 8 drops.
Over 500 lbb/ 12 in. Drop on each bottom edge and bottom face for a total of 5 drops.
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a/ Drops shall be made from a quick-release hook or drop tester. The test item shall be oriented
such that upon impact, a line from the struck corner or edge to the center of gravity of the item
and case is perpendicular to the impact surface. Repairs to the shipping container are not
allowed between drops. The order of drops shall be randomly determined.
b/ One edge of the base shall be supported on a sill 5 in to 6 in. in height. The opposite edge shall
be raised to the defined height and allowed to fall freely. The test shall be repeated for each of
the bottom edges. Repairs to the shipping container are not allowed between drops. The order
of drops shall be randomly determined.
3.2.5 Salt Fog

3.2.5.1 The railway electronics vehicle exterior equipment shall be capable of operating in or pro-
tected from heavy salt spray, as would be experienced in seacoast areas, and in the vicinity of
salted roadways. The salt fog test shall be performed by equipment qualifying to the standards
contained in Test Method 509.3 of MIL-STD-810E. A 5% salt concentration (by weight) shall be
used. The test solution shall be prepared as specified in ASTM-B-117, and acetic acid shall be
injected as specified in ASTM-B-368. The equipment shall be capable of passing the Salt Fog Test
when tested in the context of Test Method 509.3 of MIL-STD-810E.
tion without failure after being subjected to the specified salt fog testing. The railway electronics
equipment under test shall also meet the failure requirements of MIL-STD-810E, Section 5.2.7
and Section I 4.1 of Method 509.3.
3.2.6 Rain
3.2.6.1 The railway electronics vehicle exterior equipment shall be capable of operating in rain
and preventing the penetration of rainfall at a minimum rate of 13 cm/hour and an accompanying
wind rate of 18 m/sec. The equipment shall perform as required in the procuring specifications
when tested in the context of Test Method 506.3, Procedure I of MIL-STD-810E.
tion without failure after being subjected to the specified rain testing. The railway electronics
equipment under test shall also meet the failure requirements of MIL-STD-810E, Section 5.2.7
and Section I 4.1 of Method 506.3.
3.2.6.3 The equipment shall withstand being subjected to condensed frozen or liquid water for
20% of its life.
3.2.7 Sand and Dust
The railway electronics vehicle equipment shall be capable of preventing the penetration of sand
and dust particles that vary in size from 1 to 650 µ in diameter. The equipment shall be capable of
passing the Sand and Dust Test when tested in the context of Test Method 510.3 of
MIL-STD-810E.
3.2.7.1 Blowing Sand
The Blowing Sand testing procedures, as specified in Test Method 510.3 of MIL-STD-810E, shall
be required to be performed on equipment intended for use in railway electronics vehicles, wayside
outdoors, and roadbed equipment categories. The sand composition used as test media for this test
shall be as specified in paragraph I-3.2, subparagraph (d.) of MIL-STD-810E. The sand concentra-
tion shall be maintained at 1.1 g/m3. The air velocity shall be 29 m/s. The test shall be run for a
duration of 90 minutes per equipment face, with the air velocity oriented perpendicular to each of
the equipment faces in turn.
3.2.7.2 Blowing Dust (optionally use method described in Appendix F)
3.2.7.2.1 The Blowing Dust testing procedures, as specified in Test Method 510.3 of
MIL-STD-810E, shall be required to be performed on equipment intended for use in railway elec-
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tronics vehicles, wayside outdoors, and roadbed equipment categories. The dust composition used
as test media for this test shall be as specified in paragraph I-3.2, subparagraph (d.) of
MIL-STD-810E. The dust concentration shall be maintained at 10.6 g/m3. The air velocity shall be
8.9 m/s. The test shall be run for a duration of 6 hours at 23 °C and 6 hours at the specified high
operating temperature of the equipment. See Table 3.1 for the specified high operating tempera-
ture for each railway electronics equipment category.
tion without failure after being subjected to the specified sand and dust testing. The railway elec-
tronics equipment under test shall also meet the failure requirements of MIL-STD-810E, Section
5.2.7 and Section I 4.1 of Method 510.3.
3.2.8 Contaminants
3.2.8.1 The railway electronics vehicle equipment shall be capable of resisting the effects of con-
taminants that may penetrate into the equipment. The equipment shall function in the presence of
high pressure water, the below-listed contaminants, and any other corrosives, where appropriate,
without experiencing degradation in performance and reliability. Contaminants that may be used
to meet the requirements of this section are at the discretion of the purchaser.
3.2.8.2 The following is a partial list of possible contaminants. This list is not complete, because
the exact nature of the various environments to which the railway electronics equipment will be
exposed cannot be characterized:
• Iron dust
• Oil vapor
• Oxides of nitrogen
• Ozone
• Carbon dust
• Copper dust
• Hair
• Loose paper
• Common cleaning solutions
3.2.9 Sunlight
Component shall be able to withstand without malfunction or damage, sunlight for 60% of its life.
Sunlight shall be defined with a peak air temperature of 43 °C, and solar radiation intensity of
1120 W/m2.
3.2.10 Altitude
–200 to 12000 ft
3.3 Transportability
When packaged for transport, in accordance with specific packaging directives, the equipment
shall be capable of surviving transportation in accordance with the requirements of
MIL-STD-794E.
3.4 Service Life
The service life of all railway electronics equipment shall be at least the number of years defined
by the customer, unless otherwise stated in the individual equipment specification, under any
combination of specified storage or service use. During the service life, periodic, reasonable, rou-
tine corrective and preventive maintenance may be performed.
4.0 ELECTROMAGNETIC INTERFERENCE
Field tests were conducted to establish the electromagnetic signature of the types of motive power
into which equipment will be introduced. Tests were conducted on both conventional and micropro-
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cessor-based locomotives, including those being used to demonstrate prototype ATCS equipment.
The procedures used in the field to make the electromagnetic interference measurements are ref-
erenced herein and are available separately.
4.1 Electromagnetic Environment
4.1.1 Results of ATCS EMI baseline testing of existing conventional and microprocessor-based
locomotives indicate that the potential for direct electromagnetic interference with equipment is
minimal. The greatest potential for incompatibility exists between subsystems and other micro-
processor-based locomotive systems. The major source of locomotive conducted interference is the
standard 74 VDC locomotive bus from which equipment draws its input power. Electrical inter-
faces with other locomotive subsystems (e.g., sensor and control inputs/outputs), while not strictly
part of the locomotive EMI environment, are a potential source of mutual interference.
4.1.2 Electromagnetic interference between existing railroad voice radioelectronic components
and compliance with applicable FCC specifications (particularly those that control emissions out-
side of the locomotive and beyond the railroad right-of-way) must be considered when designing
equipment.
4.2 Electronic Components Equipment Emission Limits
Commentary: EMI tests have been performed to measure radiated and conducted emissions
inside and outside the locomotive. Tests were conducted using locomotives with microproces-
sor-based propulsion control and prototype equipment. The test results are summarized in para-
graphs 4.2.1 and 4.2.2 of this specification.
4.2.1 Radiated Limits
4.2.1.1 The electric field strengths shown in this paragraph are to be used in two ways:
• First, equipment installed in a locomotive or work vehicle shall be capable of operating in
the presence of the electric fields described below.
• Second, equipment installed in a locomotive or work vehicle shall not contribute to the
electromagnetic environment in such a way as to cause the measured electric field
strengths to exceed the levels shown below.
4.2.1.2 Emissions from any component must be at least 20 dB below the electric field strength
levels listed in Tables 4.1 and 4.2. Limits for emissions at frequencies not shown are described in
FCC Part 15, Subpart B, radiated limits for class A computers (30 MHz–1 GHz).
Table 4.1 Limits on electronics emissions measured in the locomotive cab at 1 m distance
Measurement Electric Field
Frequency
Bandwidth Max Level (µv/m)
C1.0 200 kHz–30 MHz 10 kHz 30,000 (Note 0)
log-log straight decrease
C2.0 27.255 MHz 10 kHz 30 (Note 1)
C2.1 27.210–27.240 MHz 10 kHz 30 (Note 2)
27.270–27.300 MHz
C3.0 30–88 MHz 10 kHz 9030 (Note 3)150
160–165 MHz
88–160 and 165–216 MHz
C4.0 450–460 MHz 10 kHz 70 (Note 4)
C5.0 216–450 and 460–1000 MHz 10 kHz 210 (Note 5)
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Table 4.2 Limits on the electric field strengthmeasured at wayside

Measurement Distance
Frequency Max Level (µv/m)
Bandwidth (m)
W1.0 200 kHz 10 kHz 300 12 (Note 6)
W2.0 27.255 MHz 10 kHz 3 10,000 (Note 7)
W2.1 27.210–27.240 MHz 10 kHz 3 500 (Note 7)
27.270–27.300 MHz
Commentary: Levels C3.0, C4.0, and C5.0 listed in Table 4.1 will limit wayside emissions in
these communication bands to within acceptable limits; these are based on non-interference with
the locomotive roof-mounted antennas. Higher emissions (e.g., from microcomputer clock harmon-
ics), 10 to 15 dB above these levels, could cause communication interference within 10–15 m of the
locomotive (30-50 ft).
Commentary: During locomotive testing of ATCS prototype or production equipment, the field
intensity measurements specified in Table 4.2 can be augmented by ATCS and voice radio antenna
measurements (roof and mobile) to directly measure any interference relative to receiver input
sensitivity specifications.
Notes:
Note 0 Based on worst-case level measured in locomotive cab from ATCS interrogator mounted under locomotive. Since
level is high, may have to be lowered if interference discovered.
Note 1 Based on worst-case level measured in locomotive cab from ATCS transponder on track under locomotive. May
have to be lowered if interference is discovered.
Note 2 Based on worst-case level of ATCS transponder data modulation sidebands. Also, this level satisfies newly
proposed FCC Part 15 limit for low-power transmitters and Part 15, Subpart J limit on Class A computers (i.e.,
30-88\MHz limit at 3 m, if applied at 27 MHz).
Note 3 a. This level is based on worst-case broadband system noise levels measured in the locomotive cab from micro-
processor-based equipment (ATCS prototype and locomotive microcontrollers). Measured microcomput-
er-based emissions, in general, are composed of narrowband discrete (harmonics) and broadband
components. Measured narrowband components can be typically 15–20 dB higher than the broadband com-
ponent. If this limit is applied only to broadband ATCS system noise, it can be met relatively easily, based on
the ATCS baseline EMI database. However, baseline measurement data also shows the limit is achievable
when narrowband emissions are included (e.g., clock harmonics)—but this may be more difficult.
b. With emissions at this specification limit, there should be no interference with the voice roof antenna (at roof
antenna, emissions are less than –124 dBm = 6 dB below –118\dBm, the typical voice receiver input sensitiv-
ity). Higher emission levels (e.g., resulting from microprocessor-discrete clock harmonics) may “desense” the
voice radio—in the worst-case by 10–15 dB. However, note that voice receiver background ambient input
noise typically limits receiver input sensitivity in normal operating environments (by 10\dB or more).
c. With emissions at this specification limit, hand-held voice radios used in cab could be “desensed” by 10–15 dB
worst-case. Higher emission levels (e.g., resulting from microprocessor-discrete clock harmonics) may in-
crease “desense” to 20–30 dB worst-case.
Note 4 Limit based on frequency scaling of limit C3.0.
Note 5 a. Based on frequency scaling of C3.0 limit and ATCS data radio sensitivity of –112 dBm. No in-cab ATCS re-
ception requirement is assumed.
b. This specification limit is 10 dB higher than FCC Part 15, Subpart J limit for Class A computers
(216 MHz–1GHz, measured at 3 m); scaled to 1 m—more typical of in-cab spacing—they are equal.
Note 6 Based on FCC Limit on Low Power Communication Devices (Part 15.111, Operation below 1075 kHz).
Note 7 Based on FCC Limit on Low Power Communication Devices (Part 15.116, Operation of non-voice device between
26.99–27.26 MHz).
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4.2.2 Conducted Limits (Commentary)

Limits on conducted emissions are interface specific, dependent on the detailed electrical charac-
teristics, data rates, sampling rates, signal conditioning, etc., at the various locomotive interfaces.
However, using ATCS-CE01, a characterization of the electrical noise on the locomotive 74 VDC
bus was performed. The worst-case bus signature that was measured contained voltage pulses on
the order of 2 kV, with 10–40 microsecond pulse duration and repetition rates varying with source
generator speed (e.g., 100–500 Hz). The calculated energy in each high-voltage pulse was the order
of a few watt-sec (joules).
4.2.2.1 Conducted Emissions
All equipment shall not produce ripple, spikes, sags, or transients greater than 5% of the input
voltage on the power or power return lines. This shall be verified by acquiring time domain voltage
measurements while operating the device in all different operational modes, including startup and
shut down. Startup and shut down transients may be waived if system operation is manually con-
trolled. The detection system shall be able to detect 50 ns full width, half-maximum pulses at 80%
of failure threshold.
4.2.2.2 Conducted Susceptibility
4.2.2.2.1 Level 1 Susceptibility Test
All components shall operate without any failure or any degradation in performance when exposed
to the following Level 1 multiple burst transients based upon the IEC 61000-4-4 specification.
Each outburst, lasting 15 ms and repeated every 300 ms, is composed of multiple pulses each with
a 5-ns rise time and a 50-ns full width at half maximum (FWHM). Direct injection of 500-V peak
pulses with a 5-kHz rep rate will be used to test power lines and the returns, while a capacitive
coupling clamp or direct injection can be used to inject the 250-V peak pulses with a 5-kHz rep rate
for signal/control lines. Both positive and negative polarities will be tested. Devices equipped with
shielded signal/control lines can be tested with the shields installed.
4.2.2.2.2 Level 2 Susceptibility Test
All components shall operate without permanent failure or permanent degradation in perfor-
mance when exposed to the following Level 2 multiple burst transients. Momentary upset and
automatic resets are allowed, but operator intervention must be approved by customer. Direct
injection of 2-kV peak pulses with a 2.5-kHz rep rate will be used to test power lines and the
returns, while a capacitive coupling clamp or direct injection can be used to inject the 1-kV peak
pulses with a 5-kHz rep rate for signal/control lines. Both positive and negative polarities will be
tested. Devices equipped with shielded signal/control lines can be tested with the shields installed.
4.2.3 ESD
4.2.3.1 All cards or components shall operate without failure or degradation in performance after
exposure to the unpowered condition levels in Table 4.3 with a certified ESD generator according
to IEC 801-2 or equivalent procedure. Any component unable to meet this specification must be
labeled static sensitive. Any device containing static sensitive components must be labeled “Con-
tains Static Sensitive Devices.”
4.2.3.2 All cards and panels shall not require operator intervention when tested to the powered
condition levels in Table 4.3 with a certified ESD generator according to IEC 61000-4-2 or equiva-
lent procedure. Any device unable to meet this specification must be labeled static sensitive.
4.2.3.3 Both direct contact and air discharge tests will be performed with positive and negative
pulses.
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Table 4.3 Electrostatic discharge

Direct Contact Direct Contact
Air Discharge
Type Condition Discharge Discharge
Voltage (kV)
Voltage (kV) Current (amps)
Cards Unpowered 4 15.0 4
Powered 2 7.5 2
Panel Powered 6 22.5 8
5.0 POWER SUPPLY—POWER REQUIREMENTS

5.1 General
Power supply(s) shall convert the 74 VDC available on the locomotive power bus to an intermedi-
ate voltage for direct use by the system components. In addition, the power supply(s) shall isolate
the locomotive DC power bus from the input to the power supplies of the system components. The
central power supply(s) shall be built in a modular design so additional power can be added easily
as the need arises. It shall operate either alone or in a parallel redundant manner to provide reli-
able power to multiple modular DC-DC converters distributed throughout the system.
5.2 Input Voltage
5.2.1 For locomotives with an electric starting system, the central power supply(s) shall meet the
following requirements:
5.2.1.1 The central power supply(s) shall perform in accordance with the requirements of this
specification when provided with an input voltage ranging from 20 VDC to 130 VDC.
5.2.1.2 The central power supply(s) shall deliver the specified output voltage when the input volt-
age drops to 20 VDC for intervals up to 4 seconds.
5.2.1.3 The central power supply(s) shall operate indefinitely when provided with input voltages
from 40 VDC to 130 VDC.
5.2.1.4 The central power supply(s) shall have a nominal steady state input voltage of 74 VDC.
Commentary: For locomotives with an electric starting system, the voltage level on the locomotive
power bus varies from approximately 20 VDC to 130 VDC. Typically, the voltage drops to the 20-V
level during the first few seconds while the locomotive is being started. The voltage level then rises
to approximately 50 VDC while the engine is cranked and reaches its full potential of 74 VDC
when the engine starts running. This period of low voltage typically lasts approximately 15
seconds. Fig. 5.1 shows a representative voltage range during engine starting.
5.2.2 For locomotives with alternate (non-electric) starting systems, the central power supply(s)
performs the following functions:
5.2.2.1 The central power supply(s) shall perform in accordance with the requirements of this
specification when provided with an input voltage of 48 VDC to 130 VDC.
5.2.2.2 The central power supply(s) shall have a nominal steady state input voltage of 74 VDC.
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Fig. 5.1 Typical locomotive 74-V bus voltage range during cranking
5.3 Input/Output Isolation
The central power supply(s) shall withstand 500 VDC applied continuously between its input and
output terminals and between any input and output terminal and its chassis.
5.4 Voltage Spikes
The central power supply(s) shall dissipate voltage spikes of 5 kV peak and 90 joules of energy. The
characteristics of the spikes shall be as shown in Fig. 5.2.
(Comment: Better definition is needed here. Appropriate to reference IEC 10004-5? A level of that
spec would have to be selected along with the source impedence.)
Fig. 5.2 Locomotive 74-V bus spike characteristics

5.5 Output Voltage and Current
When provided with the specified input voltage, the central power supply(s) shall deliver a mini-
mum spare load of 15 A or other railroad-specified spare load at an ambient operating tempera-
ture of 70 °C.
5.6 Over-Voltage Protection
In the event of malfunction or failure, the central power supply(s) shall limit the output voltage to
18 V. In the event of an over-voltage fault, the central power supply(s) shall turn off the output
voltage, and the output voltage shall remain off until recycled.
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5.7 Short-Circuit Surge Current

The central power supply(s) shall provide short-circuit protection.
5.8 Voltage Ripple
The voltage ripple on the output line shall not exceed 200 mV peak-to-peak.
5.9 Load Regulation
The output voltage shall vary by no more than ±5% of the nominal value as the load is varied from
no load to full load.
5.10 Voltage Hold-Up
5.10.1 For locomotives with electric starting systems, the output voltage shall not fall below the
specified levels when the input voltage falls to 20 V for intervals of 4 seconds or less.
Note: This requirement is achieved by incorporating a battery into the central power supply(s),
provided this does not degrade the reliability or environmental requirements of the central power
supply(s) or the system by so doing.
Commentary: The system must operate normally while the locomotive is being cranked. Typi-
cally, the voltage on the 74-V bus drops to its lowest level during the first 4 seconds of the total
locomotive engine cranking time. Hence, the voltage hold-up time requirement is 4 seconds maxi-
mum to allow the system to operate normally during locomotive cranking.
5.10.2 For locomotives with alternate (non-electric) starting systems, the voltage shall not fall
below the specified levels when the input voltage falls to 48 VDC for intervals of 4 seconds or less.
3/1/05 K–63.2 ver5.0

APPENDIX A S-5702
APPENDIX A
ELECTROMAGNETIC COMPATIBILITY
1.0 PURPOSE
1.1 The intent of the electromagnetic compatibility section is to do the following:
• Ensure implementation of electromagnetic compatibility in the railway electronics design
of control circuitry or components.
• Define the EME to be used for design reference.
• Identify test procedures to be used in the determination of electromagnetic environment
(EME) and for the qualification of the railway electronics control circuitry or components.
1.2 Railway electronics electromagnetic compatibility implies that all electrical and electronic
systems on the locomotive can share power sources and facilities without interfering with each
other.
2.0 EME DEFINITION
The following EME provides a base for the design of new equipment and systems for which envi-
ronments have not been established.
2.1 Radiated Emission Limits
Radiated emission limits are listed in Table A.1. FCC Class B requirements are scaled to 1 m for
the center of cab, except for special guarded bands.
Table A.1 Radiated emission limits
Frequency MHz Amplitude Amplitude
Specification
Start End (dB µV/m) (µV/m)
30 88 49.5 300 FCC 15.109
88 216 53 450 FCC 15.109
216 960 55.5 600 FCC 15.109
960 1000 63.5 1500 FCC 15.109
160 165 29.5a/ 30 this spec
450 460 36.9a/ 70 this spe
a/ Emissions from any system component must be 20 dB below the guard band requirements.
2.2 Voice Radio Sensitivity Loss, 12 dB SINAD Method

Voice radio sensitivity loss shall be within the following limits:
• Mounted radio <5 dB
• Portable radio <25 dB
2.3 Radiated Susceptibility Limits
The radiated susceptibility limits are provided in Table A.2. The equipment shall not exhibit any
deviation from operational specifications and tolerances when tested to level 1 as specified below.
The equipment shall not exhibit any permanent damage when tested to level 2 as specified below.
The equipment should be 1 m from the field generator, and the field at the equipment should be
monitored to ensure that minimum field strengths are obtained over the entire equipment.
Table A.2 Radiated susceptibility limits

Frequency (MHz) Start Frequency (MHz) End Level V/m
27 1000 1 1
27 1000 2 10
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S-5702 APPENDIX A
2.4 Test Procedures and Techniques

2.4.1 The following test procedures will help ensure test repeatability as well as establish a corre-
lation between environmental and assurance testing:
1. Conducted susceptibility
2. Conducted emissions
3. Radiated susceptibility
4. Radiated emissions
5. Electrostatic discharge
2.4.2 The following test sites will be used for testing the device under test (DUT) in a predefined
normal operating mode or simulated operating mode:
1. Test Site “A” characteristics for railway electronic components and small systems
a. Level ground, clear of metallic objects.
b. 300-ft minimum distance between the device under test and any metallic object(s) that
could result in reflections.
c. 25-ft minimum distance between the device under test and associated test equipment and
test personnel.
d. Ambient noise level of 6 dB lower than the sensitivity level being tested with the device
under test and the test equipment.
2. Test Site “B” characteristics for conducted and radiated testing
a. Shielded room that will support room minimum attenuation of 60 dB for conducted testing
and 100 dB for radiated testing.
b. Room temperature range of 18 ºC–26 ºC with relative humidity less than 70%.
c. Room cleared of people and objects not required for test during radiated emission and sus-
ceptibility testing.
3. Test Site “C” characteristics for vehicle-installed components or system-level testing
a. Level ground, clear of metallic objects.
b. 300-ft minimum distance between the device under test and any metallic object(s) that
could result in reflections.
c. 25-ft minimum distance between the device under test and associated test equipment and
test personnel. A locomotive or other railroad vehicle coupled to the test locomotive may be
used to house the test equipment.
d. Ambient noise level of 6 dB lower than the sensitivity level being tested with the device
under test and the test equipment.
2.5 Conducted Susceptibility

2.5.1 30-Hz to 50-kHz Test
2.5.1.1 The 30-Hz to 50- KHz conducted susceptibility test determines the susceptibility of the
device under test to audio frequency (AF) energy injected into the DC power leads. The test is per-
formed using the test site “B” environment and the following setup:
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APPENDIX A S-5702
Power Device
Oscilloscope
Source Under Test
Isolation transformer
Power
Audio Oscillator
Amplifier
Fig. A.1 Setup for 30-Hz to 50-kHz test

2.5.1.2 The test procedure of the 30-Hz to 50-KHz test is as follows:
1. Set the test oscillator and audio power amplifier so that the level specified by the electromag-
netic compatibility plan is confirmed by the oscilloscope reading.
2. Scan through the frequency range prescribed by the electromagnetic compatibility plan.
3. Observe the device under test for signs of susceptibility. Upon verification of susceptibility, re-
duce the test level until the susceptibility is eliminated. Record the frequency, threshold limit,
and type of susceptibility response.
2.5.2 50-KHz to 400-MHz Test

2.5.2.1 The 50-MHz to 400-MHz conducted susceptibility test determines the susceptibility of the
device under test to radio frequency (RF) energy injected into the DC power leads. The test is per-
formed using the test site “B” environment and the following setup:
Power
Device
Source Under Test
~
Capacitor
~ Z = 5 ohms
Power Spectrum
Oscillator
Amplifier Analyzer
Fig. A.2 Setup for 50 kHz to 400 MHz test

2.5.2.2 The test procedure for the 50 KHz to 400 MHz test is as follows:
1. Set the test oscillator and RF power amplifier so that the level specified by the electromagnetic
compatibility plan is confirmed by the spectrum analyzer reading.
2. Change the capacitor during testing to maintain Z less than 5 Ω at the RF test frequency,
where Z = 1/(2 × PI × F × C).
3. Connect the RF coupling capacitor and spectrum analyzer within 5 cm of the terminations to
the test sample.
duce the test level until the threshold has been reached. Record the frequency, threshold limit,
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2.5.3 Spike Test

2.5.3.1 The spike test determines the susceptibility of the device under test to repetitive spikes
injected into the input leads using the test site “B” environment. The setup for series injection on
AC lines is depicted below.
Power
Source 10µF Device
Under Test
Isolation
Transformer
Spike Generator Oscilloscope
Fig. A.3 Setup for Spike Test—series injection on AC lines

2.5.3.2 The setup for parallel injection DC lines is shown below.
Power
25 MHz Device
Source
Under Test
Spike Generator Oscilloscope
Fig. A.4 Setup for Spike Test—parallel injection DC lines

2.5.3.3 The test procedure for the spike test is as follows:
1. Set the spike generator to the voltage, repetition rate, and time duration (not less than 10 min-
utes) as specified by the electromagnetic compatibility plan.
duce the test level until the threshold has been reached. Increase the test level to the original
limit level, and then decrease the spike duration until the threshold of susceptibility is
reached. Record the duration, threshold limit, repetition rate, and type of response for thresh-
old conditions.
2.5.4 Electrical Noise Test

2.5.4.1 The electrical noise test determines the susceptibility of the device under test to random
noise, injected into the input leads by the electrical noise environment test circuit, using the test
site “B” environment. The setup for the electrical noise test involves the use of a killer machine. An
example of a killer machine is represented by the Fig. A.1 schematic, courtesy of the Elec-
tro-Motive Division of General Motors Corporation.
2.5.4.2 The test procedure for the electrical noise test is as follows:
1. Connect the device under test to the electrical noise environmental test circuit.
2. Run the test for the amount of time specified in the electromagnetic compatibility plan.
3. Record the susceptibility response of the device under test. If possible, determine which device
on the killer machine is causing the problem, if there is a problem. To d so, selectively remove
devices from the circuit.
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ver5.0
TOLERANCES ON ALL DIMENSIONS BREAK ALL SHARP COUNTERSINK ALL SURFACE FINISH SPECS
ECD 77-52 NOT SPECIFIED ON THE DRAWING TO CORNERS UNLESS TAPPED HOLES 110o x IS IN ACCORDANCE WITH
BE IN ACCORDANCE WITH A.I.-8100. OTHERWISE APPROVED. ONE THR'D. DEEP. G.M. ENG'R. STDS.
APPENDIX A
2/1/03
MAIN SWITCH
74 VDC
POS
SW1
SW2
SW3
1A
3A
10A
3A
1
1C DUT +15VDC
P
CR
CR
CYCLE
MSR
D C
NO OR
TDR - A1
TDR - B2
BOX 1NC
1NO 1C
2NO 2C
COMMON
POWER
SUPPLY
-15VDC
14
CR & MSR - 8363168
K–68
TDR - 8430489
P
D
NV
CR
MV - 8464079
MSR
TDR
X Y
P- 8458534
MOS D- 8459697
Railway Electronics
Z ALRM BELL - 8430783

ALARM BELL
PS MODULE - 9380695
MOS - 8483146
Fig. A.5 Sample killer machine schematic

NO. NAME OF PART PART NO. ITEM
REQ. NO.
MATERIAL
ELECTRO-MOTIVE DIVISION
GENERAL MOTORS CORPORATION
LA GRANGE, ILLINOIS, U.S.A.

XX DATE
LOGSTON 5-19-77
XXX
ELECTRICAL NOISE ENVIRONMENT TEST CIRCUIT
XXX XXX
WELD MOD XXXX

FIRST USED ON PART NO.
MAT'L. XXXX
EDPS
FL. TP. 5-19-77 23C
H:\Art\Temp\EMD ECD77-52
ECD 77-52
S-5702
2/1/03
S-5702 APPENDIX A
2.6 Radiated Susceptibility

2.6.1 30-Hz to 30-kHz Test
2.6.1.1 The 30-Hz to 30-kHz radiated susceptibility test determines the susceptibility of the
device under test to electromagnetic interference (EMI) injected into the leads by a magnetic field.
The test is performed using the test site “B” environment and the following setup:
Oscillator Audio
Power Amp R Loop
Antenna
Device
Spectrum Analyzer Under Test
Fig. A.6 Setup for 30-Hz to 30-kHz test

2.6.1.2 The test procedure for the 30-Hz to 30-kHz test is as follows:
1. Position the loop antenna 5 cm from the surface of the device under test and generate a field
in compliance to the electromagnetic compatibility plan.
duce the test level until the threshold has been reached. Record the frequency, threshold level,
4. Repeat the test for all six faces of the device under test.
2.6.2 Chattering Relay, Cycling Relay Test

2.6.2.1 This test determines the susceptibility of the device under test to electromagnetic inter-
ference (EMI) induced into the input leads and the device as a whole by a magnetic field. The test
is performed using the test site “B” environment.
2.6.2.2 The setup for testing the input leads is shown below.
Power Source Device

Under Test
Parallel Induction Line
Spectrum Analyzer
Spike Generator
Current Transformer
Fig. A.7 Setup for Chattering Relay, Cycling Relay Test—testing input leads
2/1/03 K–69 ver5.0

APPENDIX A S-5702
2.6.2.3 The setup for testing the device as a whole is shown below.
Power Source Device

Under
Test
Spectrum Analyzer
Spike Generator
Current
Transformer
Fig. A.8 Setup for Chattering Relay, Cycling Relay Test—testing the device as a whole
2.6.2.4 The test procedure for the chattering and cycling relay test is as follows:
1. Depending upon whether a relay or the transient generator is used, ensure that the time du-
ration, peak voltage, and repetition rate is in accordance with the electromagnetic compatibil-
ity plan.
duce the test level, if possible, until the threshold has been reached. Record the frequency,
threshold level, and type of susceptibility response.
2.6.3 14-kHz to 1-GHz Test

2.6.3.1 This test determines the susceptibility of the device under test to electric fields over the
specified range. The test is performed using the test site “B” environment.
2.6.3.2 The setup for the output level is shown below.
Transmit
RF Power
Signal Generator Attenuator
Amplifier
Receive
Spectrum Analyzer
Fig. A.9 Setup for 14-kHz to 1-GHz test—output level

2.6.3.3 The setup for the test is shown below.
Transmit Antenna
RF Power Device Under

Signal Generator
Amplifier Test
Fig. A.10 Setup for 14-kHz to 1-GHz test
ver5.0 K–70 2/1/03

S-5702 APPENDIX A
2.6.3.4 The procedure for the 14KHz to 1GHz test is as follows:

1. Place the receiving antenna in the spot where the device under test will be located. Determine
the output levels from the signal generator necessary to deliver the proper limit level to that
location over the specified frequency range as referenced in the electromagnetic compatibility
plan.
2. Replace the receiving antenna with the device under test and scan through the specified fre-
quency range.
duce the test level until the threshold has been reached. Record the frequency, threshold level,
4. Repeat this test for all six faces of the device under test.
2.7 Conducted Emissions

2.7.1 30-Hz to 50-MHz Test
2.7.1.1 The 30-Hz to 50-MHz conducted emissions test measures any interference conducted over
the input and output leads resulting from the device under test transmitting in the specified fre-
quency range. The test is performed using the test site “B” environment and the following setup.
Power
Device Under
Load
Source Test
Current Current
Probe Oscilloscope Probe
Spectrum
Analyzer
Fig. A.11 30-Hz to 50-MHz test

2.7.1.2 The test procedure is as follows:
1. Exercise the device under test to generate the maximum noise. Depending on whether the
electromagnetic compatibility plan specifies current or voltage interference, observe the ap-
propriate level.
2. Observe the test equipment for emissions above the limit level. Upon verification of conducted
emissions over the limit, record the culprit line(s), level, and frequency.
2/1/03 K–71 ver5.0

APPENDIX A S-5702
2.8 Radiated Emissions

2.8.1 14-kHz to 1-GHz NB and 14-kHz to 1-GHz BB Test
2.8.1.1 This test measures any interference radiated by the device under test over the specified
frequency range. The test is performed using the test site “B” environment and the following
setup:
Device Under
Amplifier Quasi-Peak
Test
Antenna
Spectrum
Printer Plotter Controller
Analyzer
Fig. A.12 14-kHz to 1-GHz NB and 14-kHz to 1-GHz BB Test

2.8.1.2 The test procedure is as follows:
1. Locate the device under test in the appropriate position in the shield room.
2. Locate the antenna 1 m from the device under test for all radiated measurements.
3. Unless otherwise specified in the device under test plan, narrowband is defined as 3 kHz;
broadband is defined as 100 kHz.
4. Exercise the device under test, looking for radiated emissions exceeding the limit levels for the
frequency range as specified by the electromagnetic compatibility plan.
5. Observe the test equipment for emission of interference above the limit level. Upon verifica-
tion of interference over the limit, record the culprit line, level, and frequency.
2.8.2 Modified EIA RS204c 12-dB SINAD Method Test (159.480–161.575 MHz)
2.8.2.1 This test provides a uniform method for measuring the presence of potentially harmful
EMI on an installed FM/two-way radio system. This procedure will be used to qualify electronic
equipment applied to the product and will be used in the development process of electronic equip-
ment to ensure that the RF energy generated by the equipment is at a safe and acceptable level.
The test is performed using the test site “C” environment with ambient noise lower than –15 dBm
and the following setup:
Antenna (Mounted)
Device Under
Test
Communication
Radio Analyzer
Fig. A.13 Modified EIA RS204c 12-dB SINAD method test (159.480–161.575 MHz)
2.8.2.2 The radio-desense procedure is based on the EIA 12-dB SINAD sensitivity test procedure
using a communication system analyzer and the locomotive-mounted antenna. The following steps
provide a guideline for conducting the test:
ver5.0 K–72 2/1/03

S-5702 APPENDIX A
1. Power the device under test and operate it in the test condition. Take an unsquelched radio
and tune through all channels, listening for changes in the audio noise level. Note the chan-
nels and frequencies with the change.
2. Connect the spectrum analyzer to the locomotive antenna and view the spectrum of interest
with the device under test powered.
3. Repeat the above test, except this time the device under test will be unpowered. Pay particular
attention to the channels and frequencies singled out in an unsquelched radio test.
4. Locations at which there is a difference between the unpowered and powered spectrum and
locations at which there are differences in the unsquelched noise level require further inves-
tigation.
5. Conduct the 12-dB SINAD test outlined in the SINAD test procedure in paragraph 2.10 of this
appendix.
6. Compare the readings with the device under test powered and unpowered. This is the loss of
usable receiver sensitivity caused by the device under test.
7. Compare this to the desense level allowed by the product electromagnetic compatibility test
plan. Record any deviations.
8. Repeat this procedure for all selected channels. For new designs, test all 97 AAR radio chan-
nels.
2.8.2.3 The audio noise procedure is used to determine if the interference is strong enough to pro-
duce a nuisance noise problem. The guidelines for this test are as follows:
1. Set up the equipment as before, but do not replace the speakers with a load.
2. Sit in the engineer’s location with the device under test operating as prescribed, the locomotive
in self-load test, notch 2, the analyzer producing a 1-kHz tone at 3.16 V on the speaker, and
the SINAD reading –12 dB. Listen to determine if a nuisance noise is present.
3. If the noise is present, increase the RF output of the analyzer by 10 dB. If the noise is no longer
present, there is no nuisance noise problem.
2.8.3 Modified EIA RS204c 12-dB SINAD Method Test (159.480–161.575 MHz,
452–453 MHz, and 457–458 MHz Hand-Held Radio Interference)
2.8.3.1 This test procedure provides a uniform method for measuring the presence of potentially
harmful EMI on the FM/two-way radio system. This procedure is intended to specify the test
equipment, the settings of the test equipment, and the configuration of the test equipment. This
procedure will be used to qualify electronic equipment applied to the product and will be used in
the development process of this electronic equipment to ensure that the EMI energy generated by
the equipment is a safe and acceptable level. The test is performed using the test site “C” environ-
ment and can be conducted at the component level using the test “B” environment. The setup for
this test is shown below.
Antenna (Portable)
Device Under
Test
Communication
Radio Analyzer
Fig. A.14 Modified EIA RS204c 12-dB SINAD method test (159.480–161.575 MHz, 452–453 MHz, and 457–458 MHz
hand-held radio interference)
2/1/03 K–73 ver5.0

APPENDIX A S-5702
2.8.3.2 The radio-desense procedure is based on the EIA 12-dB SINAD sensitivity test procedure
using a communication system analyzer and a portable 1⁄4-wave whip antenna. The following steps
provide a guideline for conducting the test:
1. Power the device under test and operate it in the test condition. Take an unsquelched radio
and tune through all channels, listening for changes in the audio noise level. Note the chan-
nels and frequencies with the change.
2. Connect the spectrum analyzer to the locomotive antenna and view the spectrum of interest
with the device under test powered.
3. Repeat the above test, except this time the device under test will be unpowered. Pay particular
attention to the channels and frequencies singled out in the unsquelched radio test.
4. Locations at which there is a difference between the unpowered and powered spectrum and
locations at which there are differences in the unsquelched noise level require further inves-
tigation.
5. Conduct the 12-dB SINAD test outlined in the SINAD test procedure in paragraph 2.10 of this
appendix.
6. Compare the readings with the device under test powered and unpowered. This is the loss of
usable receiver sensitivity caused by the device under test.
7. Compare this to the desense level allowed by the product electromagnetic compatibility test
plan. Record any deviations.
8. Repeat this procedure for all selected channels. For new designs, test all 97 AAR radio chan-
nels.
9. The standard setup will have two test locations. Test point 1 is located in the engineers' work
area. Test point 2 is located in the helpers' work area, 3⁄4-wave length from the test point
(55 in. for the VHF).
2.9 Electrostatic Discharge (ESD)

All components shall be tested and classified unless otherwise specified by the component. All
insulating surfaces that are being tested shall be discharged to ground through a 10,000-Ω resister
between each test.
2.10 SINAD Test Procedure
This test is based on the EIA 12-dB SINAD sensitivity test procedure using a communication sys-
tem analyzer. The antenna is located as required in the test plan. Test guidelines are presented
below:
1. Connect an isolated tee with a minimum of 20-dB isolation to the RF input to the receiver.
2. Connect the RF in/out port of the system analyzer to the injection port of the isolated tee.
3. Remove the speaker from the radio and replace it with a resistive load. Connect the Vert/Si-
nad/Dist port of the system analyzer across the resistive load.
4. Place the analyzer in the Gen/Mon Mtr. mode; this is done in the display section of the panel.
5. On the system analyzer, adjust the Dev kHz to 3.33.
6. In the RF section of the panel, adjust the output to 1.0 mV.
7. Set the radio and system analyzer to the channel/frequency of interest.
8. Set the analyzer in the DVM/Dist mode, and select AC Volts measurement.
9. Adjust the radio volume to read a voltage across the resistor that will result in rated audio
power.
ver5.0 K–74 2/1/03

S-5702 APPENDIX A
10.Connect the RF load resistor to the remaining isolated tee port.

11.Adjust the RF output power of the analyzer until a point is reached where the dist/sinad level
reads –12.0 dB. (Note that there will be some bounce to the meter;, it will not sit exactly at
–12 dB.)
12.Record the 12-dB SINAD sensitivity level for all channels/frequencies being tested.
13.Disconnect the load resistor from the isolated tee port and reconnect the antenna.
14.Repeat steps 11 and 12 above.
15.Compare the readings from steps 12 and 14. If the difference is greater than 3 dB, then the
environment is too noisy to conduct meaningful measurements.
16.If the environment is good, turn on the device under test and repeat steps 11 and 12.
17.Compare the readings from the device under test off (step 14) and device under test on (step
16).
18.The difference between these two measurements is the loss of usable radio sensitivity result-
ing from the operation of the device under test. The control plan will list the limit.
19.Repeat steps 11 through 17 for each channel/ frequency previously identified. Note: Evaluate
new designs on all 97 AAR radio channels.
2/1/03 K–75 ver5.0

APPENDIX B S-5702
APPENDIX B
EIA STANDARDS RS-186C,
METHOD 12, (HEAT - LIFE TEST) (OPTIONAL)
1.0 PURPOSE
This test is performed to determine the effect of storing or operating component parts at elevated
temperatures for various time periods. Different degrees of severity as prescribed by temperature
and time are available. This method should be used in conjunction with the pertinent component
specification that will define severity.
2.0 APPARATUS
The chamber shall be capable of maintaining the specified temperature within the specified toler-
ance throughout the area where the components will be placed. The chamber shall be so con-
structed that in no region where the components are placed shall they be subjected to direct
radiation from the heating elements of the chamber. Air circulation shall be only enough to pre-
vent air stratification. Chamber thermal measuring or controlling instruments shall also be
shielded from direct heat radiated from loaded components.
3.0 PROCEDURE
Step Action
1. Measure or mechanically test components as prescribed in the relevant specification (surge,
current, resistance, capacitance, inductance, dielectric strength, and insulation resistance
are examples of measured items that would indicate deterioration).
2. Place the components within the test chamber, mounting them in free space or in such a man-
ner that the mounting fixture does not influence the heat distribution. The mounting and ar-
rangement within the chamber must be such that test results on any individual component
in the test are not influenced by simultaneous tests or their components in the same chamber.
3. Apply load or operate as prescribed in the applicable component specification.
4. Measure or mechanically test the components at the prescribed intervals, either in the cham-
ber or removed from the chamber as specified.
ver5.0 K–76 2/1/03

S-5702 APPENDIX B
Step Action
5. Continue the test for the time and at the temperature specified. Any combination of temper-
ature and time shown in Table B.1 may be specified to provide a specific test severity.
Table B.1 Temperature/time parameters
Temperature (°C) Time (hours)
40 ±2 125 ±3 4 ±1/4 240 ±12
55 ±2 155 ±3 8 ±1/2 500 ±24
70 ±2 200 ±4 16 ±3/4 750 ±36
85 ±2 24 ±1 1,000 ±48
100 ±2 48 ±2 1/2 5,000 ±250
96 ±5 10,000 ±500
6. The test objective shall be to run continuously (unless otherwise specified. Occasional discon-
tinuities, not to exceed 5% of the total time, are permitted but the total hours at the specified
temperature must be maintained.
7. Relevant component specifications shall indicate intermediate measurement requirements,
if any. If possible, the intermediate periods shall coincide with one of the standard time peri-
ods in Table B.1. Sufficient injected air shall be provided to minimize any increase in humid-
ity resulting from the heated components or the chamber.
8. If satisfactory results are obtained with initial and makeup air having humidity within the
range of the standard conditions for testing, humidity control need not be employed.
9. If the components or equipment fail to meet the applicable standard requirements, the test
may be run under the following referee condition. The humidity within the chamber shall be
limited so that it does not exceed an absolute humidity of 20 g of H2O vapor/m3 (corresponding
approximately to 50% relative humidity at 35 °C.
4.0 PRECAUTION
Make original and all subsequent test measurements under similar conditions, to avoid mixing
temperature coefficient effects with the desired test results.
2/1/03 K–77 ver5.0

APPENDIX C S-5702
APPENDIX C
EIA STANDARD RS-186C, METHOD 11,
TEST CONDITION A (THERMAL SHOCK IN AIR) (OPTIONAL)
1.0 PURPOSE
This test is conducted for the purpose of determining the resistance of a compound part to expo-
sures at extremes of high and low temperatures in air and to the shock of alternate exposures to
these extremes. Permanent changes in operating characteristics and physical damage produced
during thermal shock result principally from variations in dimensions and other physical proper-
ties. Effects of thermal shock include cracking and delamination of finishes, cracking and crazing
of embedding and encapsulating compounds, opening of terminal seals and case seams, leakage of
filling materials, and change in electrical characteristics resulting from mechanical displacement
or rupture of conductors or of insulating materials.
2.0 APPARATUS
Separate chambers shall be used for the extreme temperature conditions of steps 1 and 3. The air
temperature of the two chambers shall be held at each of the extreme temperatures by means of
circulation and sufficient hot or cold chamber thermal capacity so that the ambient temperature
shall reach the specified temperature within 2 minutes after the equipment has been transferred
to the appropriate chamber.
3.0 PROCEDURE
Place the equipment in such a position with respect to the air stream that there is substantially no
obstruction in the flow of air across and around the equipment. When special mounting is
required, it shall be specified. Subject the equipment to the specified test condition of Table C.1 for
a total of five cycles performed continuously. Do not subject the equipment to forced circulating air
while transferring it from one chamber to another. Minimize direct heat conduction to the equip-
ment.
Table C.1 Test conditions
Test Condition A Test Condition B
Step Temperature (°C) Time (Minutes) Temperature (°C) Time (Minutes)
1. –55 +0 See Table C.2 –65 +0 See Table C.2
2. 25 +10 10 to 15 25 +10 5 Max.
3. 85 +3 See Table C.2 125 +3 See Table C.2
4. 25 +10 10 to 15 25 +10 5 Max.
Test Condition C Test Condition D
Step Temperature (°C) Time (Minutes) Temperature (°C) Time (Minutes)
1. –65 +0 See Table C.2 –65 +0 See Table C.2
2. 25 +10 5 Max. 25 +10 5 Max.
3. 155 +3 See Table C.2 200 +10 See Table C.2
4. 25 +10 5 Max. 25 +10 5 Max.
ver5.0 K–78 2/1/03

S-5702 APPENDIX C
Table C.2 Minimum times for test conditions

Minimum Time (Minutes)
Weight of Equipment
(for steps 1 and 3)
.14 kg 30
.14 –1.4 kg 60
1.4–14 kg 120
14–140 kg 240
140 kg 480
4.0 MEASUREMENTS
This test may damage the component part, but the damage may not be detectable until some other
test such as constant humidity (Method 1) (see Appendix E) or the seal test (Method 9) is per-
formed on the thermal shock tested equipment. Specified measurements shall be made prior to the
first cycle and upon completion of the final cycle, except that failures shall be based on the mea-
surements made after the equipment has returned to thermal stability at room ambient tempera-
ture following the final cycle.
2/1/03 K–79 ver5.0

APPENDIX D S-5702
APPENDIX D
EIA STANDARDS 186C, METHOD 2,
MOISTURE RESISTANCE (CYCLING)
1.0 PURPOSE
This test is intended to evaluate in an accelerated manner the resistance of component parts to
deterioration resulting from high humidity and heat conditions typical of tropical environments.
This test differs from the steady-state humidity test (Method 1) described in Appendix E, deriving
added effectiveness from temperature cycling. This provides alternate periods of condensation and
drying essential to the development of corrosion process, and produces a “breathing” of moisture
vapor into partially sealed containers. The test provides a time during which optional low temper-
ature or vibration cycles may be inserted for revealing the otherwise indiscernible evidence of
deterioration.
2.0 PROCEDURE
Equipment shall be tested in accordance with the following and with Fig. D.1:
a. Mounting Unless otherwise specified in the individual specification, mount the equip-
ment by their normal mounting means.
b. Initial Make measurements as specified in the individual specification prior to the
Measurements beginning of the first cycle.
c. Subcycling During step 7 (see Fig. D.1), at least 1 hour but not more than 4 hours after
step 7 begins, remove the equipment from the humidity chamber for the per-
formance of low-temperature exposure or vibration tests. After such option-
al tests, return the equipment to the humidity chamber and keep it there
until the next cycle begins. This subcycling, if specified, shall be performed
during any five of the first nine cycles.
d. Polarization and When applicable, apply polarization and loading voltages to the equipment
Load in accordance with the individual specification.
e. Number of Cycles Subject the equipment to the number of cycles selected from the groups be-
low and specified in the individual specification.
4 cycles (96 hours) 10 cycles (240 hours) 28 cycles (28 days)

A tolerance of ±3% shall be allowed on any time period not stated as a
maximum or minimum.
f. Final If measurements at high humidity are specified in the individual specifica-

Measurement tion, upon completion of step 6 of the final cycle, maintain the equipment at
a temperature of 25 °C ±2 °C and a relative humidity of 90– 95% for a period
of 11⁄2 to 31⁄2 hours, after which make the specified measurements.
Following step 6 of the final cycle, or following measurements at high hu-

midity, if applicable, condition the equipment at a temperature of 25 °C
±2 °C and a relative humidity of 50 ±5% for a period of 24 hours, after which
the make the measurements specified in the individual specification.
ver5.0 K–80 2/1/03

2/1/03
S-5702
2/1/03
Humidity
90 - 95% 90 - 95% 90 - 95% 90 -95%
70 not
Relative Humidity Relative Humidity RH Relative Humidity
controlled
65
60
Initial Drying
55
<-- 24 hours -->
50
Rate of change of temperature is unspecified. However, eqiupment shall not be subjected to radiant heating
from chamber conditioning processes
45
40
35 End of final cycle

Measurements as
50 ± 5% specified in C.2.f.
30
RH
25
+10°C
K–81
-2°C
20
Temperature in °C
Initial measurements as Circulation of conditioning air shall be at a minimum cubic rate per minute equivalent to 10 times the volume
15 Optional sub-cycle if specified in C.2.c.
specified in C.2.b of the chamber
Railway Electronics
Sub-cycle performed during any 5 of the first 9

10 cycles. Humidity uncontrolled during sub-
cycle.
5
Voltage applied as specified in C.2.d
0 Temperature tolerance
± 2°C unless otherwise
-5 specified
-10
Step 1 Step 2 Step 3 Step 4 Step 5 Step 6 Step 7
Prior to First Cycle One Cycle = 24 Hours

Only Repeat as specified in C.2.e
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time in Hours
Fig. D.1 Graphical representation of cycling moisture resistance test
ver5.0
APPENDIX D
APPENDIX E S-5702
APPENDIX E
EIA STANDARDS 186C,
METHOD 1, HUMIDITY (STEADY STATE)
1.0 PURPOSE
This test is intended to evaluate the effect of absorption and diffusion of moisture and moisture va-
por on component parts. The test is an artificial environmental test, accelerated to shorten the test-
ing time. This test is of value in determining the resistance of the component parts to the inroads
of moisture, but should not be considered as a tropical test for all types of component parts.
2.0 PROCEDURE
Take the following steps unless otherwise specified in the individual specification:
Step Action
1. Mount the equipment by their normal mounting means.
2. Condition the equipment at a temperature of 50 °C ±5 °C for a period of 24 hours. At the end
of this period, allow the equipment to thermally stabilize under standard conditions of test,
and make initial measurements as specified in the individual specification.
3. Place the equipment in a chamber and subject it to a relative humidity of 90–95% and a tem-
perature of 40 °C ±2 °C for one of the standard points of time indicated below:
96 hours (4 days) 240 hours (10 days) 504 hours (21 days) 1344 hours (56 days)
4. A tolerance level of ±3% of the total time is allowed. If specified in the individual specification,
apply voltage to the equipment during the exposure period; magnitude and points of applica-
tion are as specified.
5. After removing the equipment from the chamber, remove any surface moisture by circulating
air at room temperature or by wiping the equipment with a clean cloth or both. Allow the
equipment to thermally stabilize under the standard conditions of test.
3.0 MEASUREMENTS
At the completion of a period of thermal stabilization, final measurements shall be made. The peri-
od of stabilization and the method of measurement shall be as shown in the detailed component
standard.
ver5.0 K–82 2/1/03

S-5702 APPENDIX F
APPENDIX F
DUST TEST
1.0 PURPOSE
The dust test shall be conducted in accordance with the following specifications and constitute two
subcycles of the moisture resistance test described in Appendix D.
2.0 APPARATUS
2.1 The dust test chamber shall have the following characteristics:
2.1.1 Be of sufficient size to house the equipment under test, and allow distribution and scatter-
ing of dust from any direction surrounding the equipment under test.
2.1.2 Have a dust collection pan at the bottom of the chamber.
2.1.3 Have an available high pressure air jet with the capability to be energized for a period of
3 to 5 seconds three times every minute, directed at the dust collection pan of such a nature to
result in near-dust saturation.
2.2 The dust used in this test shall vary in size from 1 µ to 1650 µ in diameter and shall consist of
approximately equal parts of the following substances:
• Calcium carbonate
• Iron brake shoe dust or iron fillings
• Silica/sand
• Aluminum
• Carbon black
3.0 PROCEDURE
Step Action
1. Mount the equipment under test in its normal position. Total subcycle time shall be for a pe-
riod of 2 hours, during which time the air jet will scatter dust three times per minute, as spec-
ified in paragraph 2.1.3 of this appendix. Upon completing the subcycle, test the dielectric
strength in accordance with paragraph 4.0 of this appendix.
2. Remove the device from the test chamber and place it in the humidity test chamber. Be care-
ful to not disturb any of the dust that may adhere to the surfaces of the device.
3. If more than 10% of the dust removed by any unnatural shock(s), resubmit the equipment for
the entire dust test.
4.0 DIELECTRIC STRENGTH MEASUREMENT

The equipment shall be designed to withstand the following hi-pot requirements:
4.1 All low voltage (65 VDC) associated circuits shall be able to withstand a test potential of
1,000V AC RMS, 60 Hz for 1 minute between terminals and mounting frame.
4.2 All AC control voltage associated circuits shall be able to withstand a test potential of 1,500V
AC RMS, 60 Hz for 1 minute between terminals and mounting frame.
4.3 All high-voltage (approximately 1125 VDC) associated circuits shall be able to withstand a
test potential of 2,400 VAC RMS, 60 Hz for 1 minute between terminals and mounting frame.
2/1/03 K–83 ver5.0

S-5702
CHANGE RECORD SHEET

5.0 2005 K–52 SPR 40 - added paragraph 3.2.2, addressing locomotive cab electronic equipment
cooling requirements.
5.0 2005 K–63 SPR 44 - added section 5.0, addressing electronic power supply specifications
5.0 2/2003 All SPR 15—significant update and reworking of the specification to provide uniform
cab electronics environmental requirements.
4.0 5/1995 2-1 SPR 180—added version numbers to "applicable documents".
4.0 5/1995 2-2 SPR 209—added ASTM references to "applicable documents".
4.0 5/1995 3-8 SPR 194—added salt fog definition—section 3.2.5 first paragraph.
4.0 5/1995 4-2 SPR 211—changed notes 9 and 10 to commentary and moved in front of notes.
4.0 5/1995 All SPR 179—checked for any grammatical/typo errors for consistency in
specification format.
3.0 3/1993 All Revised as follows: Test Sequence Rain Test Vibration Limits Failure Criteria
Conversion to MIL STD 810 E Salt Fog Test Sand and Dust Temperature Limits
Contaminants Spec 110 Table 1 EMI Specifications
ver5.0 K–84 3/1/05

2/1/03
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STANDARD FOR AUTOMATIC EQUIPMENT IDENTIFICATION
Standard
S-918
Adopted: 1991; Revised: 1995, 2000, 2002

TABLE OF CONTENTS
1.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–87
1.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–87
1.2 References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–87
2.0 Identification System Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–88
2.1 General Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–88
2.2 Tag Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–88
3.0 Interrogator Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–89
3.1 Interrogator Power and Sensitivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–89
3.2 Additional Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–89
3.3 Supplementary Interrogator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–89
4.0 System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–90
4.1 Overview—Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–90
4.2 Overview—Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–90
4.3 Modulated Backscatter Communication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–91
4.4 RF Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–91
4.5 Reader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–92
4.6 Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–92
4.7 Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–92
5.0 Tag-to-Sensing-Equipment Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–93
6.0 Tag Frequency of Operation and Sensitivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–93
6.1 Tag Activation Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–93
6.2 Tag Performance Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–94
7.0 Tag Data Content and Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–94
7.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–94
7.2 Bits Reserved for Procedural Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–94
7.3 General Use Fields. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–98
8.0 Tag Encoding Equipment and Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–99
9.0 Location and Mounting of Tags on Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–100
9.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–100
9.2 Freight Cars and Locomotives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–101
9.3 End-of-Train Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–104
9.4 Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–104
9.5 Chassis and Flatbed Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–107
9.6 Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–108
9.7 Generator Sets, Nitrogen Clips, or Separable Refrigeration Units . . . . . . . . . . . . . . . . . K–108
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9.8 Railcar Covers, Roofs, and Hoods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–109
9.9 Tag Application Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–109
9.10 Request for Tag Placement Variances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–112
9.11 Variances to Standard Tag Placement Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–112
10.0 Approval Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–114
10.1 Approval of Tags. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–114
10.2 Facility Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–114
10.3 Design or Manufacturing Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–114
Appendix A Tag Data Format for The Railcar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–116

Appendix B Tag Data Format for the Locomotive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–120
Appendix C Tag Data Format for Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–123
Appendix D Tag Data Format for Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–128
Appendix E Tag Data Format for the End-of-Train Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–133
Appendix F Tag Data Format for the Intermodal Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–135
Appendix G Refrigerator Vehicle Dynamic Tag Data Format. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–138
Appendix H Locomotive Dynamic Tag Data Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–142
Appendix I Railcar Cover Tag Data Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–146
Appendix J Passive Alarm Tag Data Format (Type I). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–148
Appendix K Impact Recorder Dynamic Tag Data Format (Type I) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–152
Appendix L Generator Set Tag Data Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–159
Appendix M Tag Data Format for Rail-Compatible Multi-Modal Equipment. . . . . . . . . . . . . . . . . . . . . . . . K–163
Appendix N Seven-Bit ASCII Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–170
Appendix O Six-Bit ASCII Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–171
Appendix P Format of Data Sent from Reader to Data Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–172
Exhibit A AEI Tag Placement Window—4-Axle Rail and Passenger cars . . . . . . . . . . . . . . . . . . . K–176
AEI Tag Placement Window—6-Axle Rail and Passenger cars . . . . . . . . . . . . . . . . . . . K–177
AEI Tag Placement Window—2-Axle Railcar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–178
Exhibit B AEI Tag Placement Window—6-Axle Locomotive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–179
AEI Tag Placement Window—4-Axle Locomotive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–180
Exhibit C Tag Location—End-of-Train Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–181
Exhibit D Tag Location for Containers of 40 ft (12.2 m) or less . . . . . . . . . . . . . . . . . . . . . . . . . . . K–182
Tag Location for Containers Longer than 40 ft (12.2 M). . . . . . . . . . . . . . . . . . . . . . . . . K–183
Exhibit E Recommended Tag Location—Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–184
Exhibit F Alternative Tag Placement—Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–185
Exhibit G Alternative Tag Placement—Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–186
Exhibit H Recommended Tag Location—Trailers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–187
Exhibit I Recommended Tag Location—Railcar Covers, Roofs, and Hoods . . . . . . . . . . . . . . . . K–188
Exhibit J Recommended Tag Location—Multimodal Trailers K–189
Exhibit K Recommended tag Location—Multimodal Bogie K–190
Exhibit L Recommended Tag Location—Multimodal Coupler-Mate K–191
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STANDARD FOR AUTOMATIC EQUIPMENT IDENTIFICATION
Standard
S-918
1.0 GENERAL
1.1 Scope
1.1.1 This AAR standard specifies requirements for the automatic electronic identification of
equipment used in rail transportation, such as railcars, locomotives, intermodal vehicles, and
end-of-train devices (subsequently referred to as “equipment” in this document). The installation
of this identification system on freight equipment is not a requirement for acceptance in railroad
interchange service, except as specified in the AAR Field Manual of Interchange Rules.
1.1.2 This document describes a reflected energy system in which sensing equipment shall
decode radio waves reflected by a tag mounted on equipment used in the transportation industry.
The reflected radio waves shall indicate the identification code of the equipment as well as other
information.
1.1.3 The system and data outputs described in this standard are compatible with ANSI Stan-
dard MH5.1.9-1990 and ISO Standard 10374 for the automatic identification of containers. This
standard is also compatible with the standard of the American Trucking Association (ATA) for
automatic identification of trailers and chassis. The ATA standard also covers other highway
equipment such as tractors, straight trucks, and converter dollies. That standard is available from
the ATA in Alexandria, VA.
1.2 References
1.2.1 American National Standards Institute, American National Standard for Freight Contain-
ers—Automatic Identification, ANSI MH5.1.9-1990
1.2.2 International Standards Organization, ISO 6346—Freight Containers—Coding, Identifica-
tion, and Marking
1.2.3 International Standards Organization, ISO IS 10374—Standard for Automatic Identifica-
tion of Containers
1.2.4 International Standards Organization, ISO 9001—Quality Systems
1.2.5 AAR Manual of Standards and Recommended Practices, Section C, Part III—Specifications
for Tank Cars (M-1002); Section L—Lettering and Marking of Cars (S-910)
1.2.6 AAR Universal Machine Language Equipment Register (UMLER) Data Specification Man-
ual
1.2.7 AAR Interchange Rules for Trailer/Container-on-Flatcar Service, Section O, latest revision
1.2.8 AAR Trailer and Container Service Rules, Section 3, Reporting Marks and Numbering Sys-
tem
1.2.9 AAR Specification M-1003, Specification for Quality Assurance
1.2.10 AAR Specification S-060, Application for Component Approval Procedures
1.2.11 AAR Report R-811, Summary of Laboratory Tests Performed on Amtech Automatic Equip-
ment Identification Tags, July 1992
1.2.12 Field Manual of the AAR Interchange Rules
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1.2.13 Military Standard 481, latest revision, Configuration Control—Engineering Changes,

Deviations, and Waivers
1.2.14 Military Standard 810-D, Environmental Test Methods and Engineering Guidelines
2.0 IDENTIFICATION SYSTEM REQUIREMENTS
2.1 General Requirements
2.1.1 Tags mounted on transportation equipment shall be read by an interrogator (reader) that
operates on ultrahigh frequency radio waves. The reader shall decode the altered radio waves
reflected by the tags on the equipment. The altered radio waves (modulation) shall indicate the
alphanumeric identification code of the equipment as well as other predefined information.
2.1.2 The interrogator shall optionally add its own identification number, the date, and the time,
and shall transmit all of this data over the user's communications link used for sending such mes-
sages. The transmission line interface shall be specified by the user.
2.1.3 The system shall accurately read freight trains moving at up to 80 mph with any equipment
configuration (e.g., double-stack containers, including 20-ft units, containers on chassis on flatcars,
end-of-train devices). This requirement applies in areas of one, two, and more than two parallel
tracks, at ordinary track centers, with trains standing or operating on any or all of these tracks, in
the same or opposite direction.
2.2 Tag Requirements
This section applies to tag designs that are approved for use in interchange service. Equipment
owners may choose to use other tags for supplementary applications in addition to those required
by the interchange rules.
2.2.1 Approval Requirements
Tags must be approved in accordance with paragraph 10.0 of this standard and S-060, Application
for Component Approval Procedures. Tags must meet the requirements detailed in the “Recom-
mended Test Protocol for Future Tag Designs,” included in AAR Report R-811, Summary of Labo-
ratory Tests Performed on Amtech Automatic Equipment Identification Tags.
2.2.1.1 General
The tag unit shall be tamper-proof and sealed such that it will survive and operate properly under
the conditions of its expected operating environment. Railcar and locomotive tag life shall not be
less than 15 years, and no maintenance shall be required. Tags shall survive and operate through
the environment of contaminants, shock and vibration experienced in rail service, and in highway
and maritime service for intermodal tags.
2.2.1.2 Tag Survivability—Radio Frequency Energy
2.2.1.2.1 The tags shall survive and maintain the integrity of stored data in a maximum peak
field strength of 1500 V/m for 60 pulses (2.0- to 2.5-µs pulse width with a 2.7- to 3.2-ms dwell time)
in the 1.2 to 1.4 GHz range, and 100 V/m for 60 seconds for any continuous wave radio frequency
source.
2.2.1.2.2 The tags shall be capable of full operation in the electromagnetic environment normally
found at railroad facilities.
2.2.1.3 Field Programmability
Tags shall be capable of being programmed in the railroad environment by user personnel.
2.2.1.4 Marking
The designation “AAR,” the type of tag (such as “Standard Tag,” “High Temp Tag,” “Intermodal
Tag,” or “EOT Tag”), and the specific model and version number and lot number or Julian date
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shall be indelibly marked on the front face of the tag. These markings shall be readily visible when
the tag is in place on the equipment.
Examples are as follows:
AT511O-AARV1.00 w10
(Model No.)- (Version No.) (Warranty Period in Years)
Standard Tag L91121
(Type) (Lot Number is Julian date tag passed final inspection)
AT5125-AAR V1.00 w10

High Temp Tag L91121
AT5541 V1.00 W1
EOT Tag L94256
AT55707-AAR V1.00 W10

Dynam-BP Tag L96264
3.0 INTERROGATOR REQUIREMENTS

This document does not specify all attributes of the interrogator because they are at the discretion
of the user railroad.
3.1 Interrogator Power and Sensitivity
No minimum or maximum interrogator power shall herein be specified. However, the minimum
antenna EIRP (effective isotropic radiated power) and interrogator receiver sensitivity shall be
adequate to properly interrogate tags capable of responding as specified in this document at all
distances between the minimum and maximum distances specified by the user. The maximum
EIRP and transmitter power output of the interrogator shall be within the limits prescribed by the
telecommunications authority of the country in which the interrogator shall be operated. Within
the U.S., Federal Communications Commission licensing is required.
3.2 Additional Requirements
3.2.1 Interrogator units shall be capable of interrogating multiple tags within their reading field,
discriminating between the tags without misreading. Interrogators employing tag response levels
as a method of discriminating between multiple tags may accomplish this by distance differential
and/or position relative to the antenna pattern.
3.2.2 Error detection shall be used to ensure reading accuracy.
3.2.3 The interrogator system must accommodate both fixed and mobile vehicle applications.
3.3 Supplementary Interrogator Specifications
While not a part of automatic equipment identification per se, the following requirements are
included because they are essential to railroads’ effective utilization of AEI.
3.3.1 Equipment Detector
3.3.1.1 The system shall detect the presence and direction of movement of each individual unit of
rolling stock and shall provide suitable output words for missing and incorrect tags (and incorrect
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characters if appropriate checking is implemented). The equipment detector function shall provide
for sensing the following conditions:
3.3.1.1.1 Equipment presence—to detect each unit of rail rolling stock, whether equipped with
tags or not, including cars and locomotives.
3.3.1.1.2 Train presence—upon approach of a train or a cut of cars or a single car, the system
shall transition from the idle to the active mode. Upon the train or car(s) leaving the system, the
system shall provide a “clean list” report on the net movement of equipment and the system shall
transition to the idle mode. This “clean list” will contain no duplications or omissions of rolling
stock initials and numbers resulting from stops and reverse moves before the interrogator.
3.3.1.2 The equipment detector function may be provided as part of an interrogator module or as
a separate module. When provided as a separate module, the equipment detector function may be
furnished by the railroad (in the form of track circuits or axle counters) rather than by the AEI
vendor. The AEI vendor is not relieved of the AEI system performance responsibility in any case.
4.0 SYSTEM OPERATION
4.1 Overview—Components
The radio communication system described herein consists of a reader system (i.e., reader, RF
module, and antenna) and tags. Tags are placed on objects to be identified, and readers, antennas,
and RF modules are installed at points to record the passing of tagged objects. The system is
designed for localized application where the tag passes by the reader system.
4.2 Overview—Operation
The block diagram of Fig. 4.1 indicates the function of each component. The RF module transmits
an unmodulated signal in the direction of a tag (fo). The tag reflects a modulated signal back to the
RF module (fom). The RF module receives the reflected signal from the tag and relays this informa-
tion to the reader. The reader decodes the information contained in the tag and relays the informa-
tion to a host computer for subsequent use to identify, track, and schedule the tagged objects.
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RF module Tag
fo
RF RF Antenna
oscillator processor f om
Antenna
Receiver
Modulator Power
Preamplifier
Code generator
Clock Memory
Control
and Tag data
power signals
Reader
Power Power
Amplifier supply
Decoding and error checking
Microprocessors, memory, and real-time clock
Auxiliary inputs Local Host Auxiliary

and outputs display computer terminal
Fig. 4.1 Block diagram of the RF module, reader, antenna, and tag
4.3 Modulated Backscatter Communication
The tag shall not be a transmitter and shall not contain components to generate radio frequency
(RF) signals. The tags must act merely as field disturbance devices, slightly modifying and reflect-
ing the signal transmitted by the reader system. This slight modification of the signal includes the
unique identification code of the tag. This method of communication is called “modulated backscat-
ter.”
4.4 RF Module
4.4.1 Components
The RF module shall be composed of an RF oscillator, RF processor, receiver, and preamplifier. The
RF module is responsible for transmitting and receiving radio energy. RF energy is generated by
the RF oscillator and amplified by the RF processor. This energy is transmitted through the
antenna, and the RF energy reflected by the tag is also received by the same antenna.
4.4.2 Frequency
The RF module shall transmit a single frequency of RF energy and receive that same frequency
after it is reflected from the tag.
4.4.3 Specifications
The Homodyne receiver is used to separate the transmitted continuous wave (CW) energy from the
information reflected by the tag. The tag information shall be encoded into 20- and 40-kHz signals
that modulate the RF energy reflected by the tag. The RF module shall have the following approx-
imate specifications:
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Table 4.1 RF module approximate specifications

Description Typical Specifications
Standard transmit and 902.250 MHz [intermodal/yard]
receive frequencies and 903.750 MHz [intermodal/yard]
applications
910.000 MHz [intermodal/yard]
911.500 MHz [trackside]
913.000 MHz[intermodal/yard]
917.000 MHz[intermodal/yard]
918.500 MHz [trackside]
Frequency stability ±0.0005%
Transmitter bandwidth 20 kHz
Nominal RF power 2.0 W
(measured at transmitter)
Harmonic output –50 dBc
Spurious output –60 dBc
Receiver bandwidth 130 kHz
Frequency separation for 2 MHz
multiple reader systems*
* Some installations require a number of reader systems to operate in close proximity, i.e., less
than 100 m between reader systems. These RF modules must operate at frequencies sepa-
rated by a minimum of 2 MHz.
4.5 Reader
The RF module receives the modulated signal from the tag and passes the 20- and 40-kHz modu-
lating frequencies to the reader. The reader shall decode the frequencies into binary information
equivalent to the 128 bits of data stored in the tag. The reader is composed of the amplifier, decod-
ing and error checking circuit, microprocessor, real-time clock circuit, and power supply.
4.6 Antenna
The reader system shall be capable of using a single antenna to transmit and receive RF energy.
4.7 Tag
4.7.1 Components
The tag shall be composed of the modulator, power, code generator, clock, memory, and antenna cir-
cuits. The clock circuit sequences all circuit functions such that information stored in the memory
circuit is conveyed to the reader system within precise timing. The information stored in the mem-
ory circuit is permanent and is a unique code that is specified by the owner prior to installation of
the tag onto its respective object (container, railcar, truck, etc.).
4.7.2 Code Generator and Modulator
The code generator encodes the information stored in the memory circuit. The modulator collects
the encoded information from the code generator and controls the antenna circuit such that the
encoded information is reflected to the reader system.
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4.7.3 Tag Classes

There are multiple versions of the tag. Nonbattery tags must be sufficiently close to the reader sys-
tem's antenna in order to collect enough energy to activate the tag's electronics. Battery-powered
tags do not require as close proximity to the reader system's antenna because the battery activates
the electronics at all times. Advantages of the battery tag shall include greater range and reduced
RF power required from the reader system, and the advantage of the nonbattery tag is a longer
life. Regardless of whether the tag has a battery or not, a tag does not transmit RF energy; it only
reflects energy transmitted by the reader system.
5.0 TAG-TO-SENSING-EQUIPMENT COMMUNICATION
5.1 The encoding of user data bits shall include eight sub-bits for each user bit. A sub-bit shall be
coded by the tag and decoded by the sensing equipment with a modified frequency-shift keying
(FSK) code using two harmonically related frequencies, one (40 kHz) being the exact double of the
other (20 kHz), with a frequency tolerance of ±10%. A ‘0’ bit shall consist of one 20-kHz square
wave cycle followed by two 40-kHz square wave cycles. A ‘1’ bit shall consist of two 40-kHz square
wave cycles followed by a 20-kHz square wave cycle. All transitions shall be phase-continuous. As
depicted in Fig. 5.1, the tag shall produce a waveform that shall have a nominal 1-µs rise and fall
time and duty cycle for the 20- and 40-kHz square wave cycles of 50%.
100 µs
"1" bit
"0" bit
Twobit long
frame marker
40 kHz cycles 20 kHz cycles

Fig. 5.1 Frequency-shift keying (FSK) encoding
5.2 The tag electronics shall cause the data to scroll repeatedly without pause from bit “cell” 127
of a frame (a frame consisting of all 128 bits) to bit “cell” 0 of the succeeding frame.
5.3 The tag shall use the coded identification data and related permanent information to ampli-
tude-modulate the incoming continuous wave radio frequency carrier signal from the sensing
equipment. The resulting modified FSK signal (carrier and sidebands) shall be reflected by the
tag, received by the sensing equipment for decoding, and after decoding made available to auto-
matic data processing systems. The modulation polarity shall be of no consequence.
6.0 TAG FREQUENCY OF OPERATION AND SENSITIVITY
6.1 Tag Activation Thresholds
6.1.1 The nonbattery tag shall not operate in root mean square (RMS) electric field strengths
below 2.0 V/m, and shall operate properly in RMS electric field strengths above 3.5 V/m. The field
strength required for nonbattery tag operation shall not increase by more than 3 dB when it is
rotated by ±25° in any plane.
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6.1.2 Battery-powered dynamic tags shall have a minimum sensitivity such that an interrogating
signal of 750 mV/m will allow proper tag operation. Other battery and end-of-train device tags
shall have a minimum sensitivity such that an interrogating signal of 150 mV/m will allow proper
tag operation.
6.1.3 Battery-powered dynamic tags shall be operational within 7 ms of excitation by an interro-
gating signal from sensing equipment. All other tags shall be operational within 4 ms of excitation
by an interrogating signal from the sensing equipment.
6.2 Tag Performance Levels
6.2.1 When a properly presented tag is excited as indicated by an incident wave at a given refer-
ence range, it shall respond within the following modulated return signal strength, exclusive of
carrier and as measured at the same reference range:
Table 6.1 Incident wave signal response levels

RMS Signal Strength
Tag Type Frequency (MHz) Reference Range Test Conditions (µV/m)
Minimum Maximum
Beam (nonbattery) 904–928 5m 3.5 V/m at Tag 19,600 56,800
Battery 904–928 10m EIRP=1W 1,400 4,100
End-of-train device 904–928 5m 3.5 V/m at Tag 2,900 6,700
Battery dynamic 904–928 10m EIRP=1W 762 2,210
6.2.2 Battery and end-of-train device tags' return signal strength shall be reduced by no more
than 3 dB when the tag is rotated by ±10° in the plane coincident to the antenna polarization, or
rotated by ±20° in the plane perpendicular to the antenna polarization.
7.0 TAG DATA CONTENT AND FORMAT
7.1 Overview
7.1.1 The tag is composed of 128 bits of nonvolatile memory that can be divided into two sections.
The first section is composed of data bits that are used for procedural needs and the second section
is composed of data bits that are available for general use. Procedural needs include error check-
ing, detecting a 128-bit frame of data, indicating the type of data format utilized in the tag, and
providing security from unauthorized duplication of tags. Twenty-six bits are used for procedural
needs and 102 bits are available for general use.
7.1.2 This section specifies the tag data only for those fields that are common to all rail-related
applications. For tag data specifications for the remaining fields, refer to the appropriate appendix
of this document.
7.2 Bits Reserved for Procedural Needs
A listing of the fields reserved for procedural needs is presented below:
Table 7.1 Allocation of fields required for procedural needs

Bit Position
Field Destination
(out of a possible 0 to 127)
First Check Sum 60, 61
Reserved Frame Marker 62, 63
Security 106–117
Format Code 118–123
Second Check Sum 124, 125
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Table 7.1 Allocation of fields required for procedural needs

Bit Position
Field Destination
(out of a possible 0 to 127)
Frame Marker 126, 127
7.2.1 First Check Sum
There are three methods of error detection that are derived exclusively from the tag data and the
way it is conveyed to the reader. The Check Sum fields are used in one of the methods to detect
errors in the data received by the reader. The First Check Sum is calculated by adding bits 0
through 59 and truncating all but the right-most two bits of the binary resultant. This calculation
is done automatically by the tag programmer at the instant the tag is programmed. When the
reader acquires tag information, it checks these two bits to help determine if there is an error in
the previous 60 bits.
7.2.2 Reserved Frame Marker
Reserved for future use as a Frame Marker.
7.2.3 Security
7.2.3.1 These 12 bits have been reserved for security purposes, although if security is not desired,
these bits can be designated for limited general use. The Security field has been divided into two
six-bit fields. For security applications, the two fields may contain any combination of the values
presented in Table 7.2, or one field must contain a security value from Table 7.2 and the other field
may contain any value in Table 7.2 or Table 7.3. If an owner requires security, a unique Security
Character will be assigned to the owner's tag programmer at the time of purchase, or the Security
field can be programmed at the factory.
Table 7.2 Reserved security values

Six-Bit ASCII Six-Bit ASCII Six-Bit ASCII
Decimal Value Decimal Value Decimal Value
Character Character Character
! 1 ) 9 ? 31
“ 2 + 11 @ 32
# 3 , 12 [ 59
$ 4 : 26 \ 60
% 5 ; 27 ] 61
& 6 < 28 ^ 62
‘ 7 = 29 _ (underline) 63
( 8 > 30
7.2.3.2 If the user does not require security, then the two fields can contain any combination of
the following values:
Table 7.3 Nonsecure data values
(space) 0 9 25 N 46
* 10 A 33 O 47
- 13 B 34 P 48
. 14 C 35 Q 49
/ 15 D 36 R 50
0 16 E 37 S 51
1 17 F 38 T 52
2 18 G 39 U 53
3 19 H 40 V 54
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Table 7.3 Nonsecure data values

4 20 I 41 W 55
5 21 J 42 X 56
6 22 K 43 Y 57
7 23 L 44 Z 58
8 24 M 45
7.2.4 Data Format Code
7.2.4.1 The Data Format code indicates the coding scheme utilized for the bits defined for general
use. It ensures that the Data Format, Tag Type, Check Sums, Frame Markers, Equipment Group
code, and Security fields will be fixed for all types of referenced equipment and will be uniformly
positioned and defined. Other fields such as the Equipment Initial may expand, contract, or
change definition from one type of equipment to the next.
7.2.4.2 The following binary format codes (most significant bit on the left) have been assigned:
Table 7.4 Coding scheme for bits defined for general use
000000 Indicates six-bit ASCII format. This format partitions the General Use area into contiguous six-bit fields into
which any character indicated in Table 7.2 or Table 7.3 can be programmed.
100100 This data format indicates a refrigerator or locomotive dynamic tag (as defined in Appendix G and Appendix
H of this document) that is not used for identification purposes (i.e., it is a third tag on a rail vehicle or a second
tag on other equipment).
100101 This data format indicates a refrigerator or locomotive dynamic tag (as defined in Appendix G and Appendix
H of this document) that is used for identification purposes (i.e., it substitutes for a standard tag).
101001 This data format indicates a dynamic tag for impact recorders or a passive alarm tag (as defined in Appendix
J and Appendix K of this document) that is not used for identification purposes (i.e., it is a third tag on a rail
vehicle or a second tag on other equipment).
101010 This data format indicates a dynamic tag for impact recorders (as defined in Appendix K of this document)
that is used for identification purposes (i.e., it substitutes for a standard tag).
101011 This data format indicates a passive alarm tag (as defined in Appendix J of this document) that is used for
identification purposes (i.e., it substitues for a standard tag) on a trailer, container, generator set, nitrogen clip,
or separable refrigeration unit.
110011 This data format applies to tag applications, other than dynamic tags and passive alarm tags, that are defined
in this document as well as other standards such as the International Standards Organization Standard
10374/Addendum 1.
110100 This value indicates a tag programmed for toll road use.
111111 This value indicates a tag whose programming does not conform to an established standard.
7.2.4.3 Additional values have not been assigned and are reserved for future use.
7.2.5 Second Check Sum
This has a similar function and method of calculation as the First Check Sum, except that it is
used to verify the data integrity of tag bits 62 to 123.
7.2.6 Frame Marker
These two bits contain a unique signature that is neither a one nor a zero and is used to indicate
the start of the next frame.
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7.2.7 Reserved Fields

Some data formats specified throughout this document include “Reserved” fields. These fields may
not be assigned or used by the owner or user; they are reserved for future use where their values
may be assigned by the AAR or other standards organization.
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7.3 General Use Fields

The allocation and definition of tag data bits available for general use are specified in the following
appendices:
Appendix A – Railcar
Appendix B – Locomotive
Appendix C – Trailer
Appendix D – Chassis
Appendix E – End-of-Train Device
Appendix F – Intermodal Container
Appendix G – Refrigerator Vehicle Dynamic Tag
Appendix H – Locomotive Dynamic Tag
Appendix I – Railcar Cover Tag
Appendix J – Passive Alarm Tag (Type I)
Appendix K – Impact Recorder Dynamic Tag (Type I)
Appendix L – Generator Set
Appendix M – Rail Compatible Multi-Modal Equipment
7.3.1 Physical Measurements
7.3.1.1 All physical measurements (such as length, height, weight, etc.) specified in the appendi-
ces shall be integer numbers. Fractional measurements shall be rounded to the next higher inte-
ger. Unless otherwise specified, data elements are defined as specified in the AAR Universal
Machine Language Equipment Register (UMLER) Data Specification Manual.
7.3.1.2 Measurements shall be encoded into tags in metric units, and the metric value will be
stored in the tag. When tag information is sent from the reader to a host computer, either the met-
ric value or English equivalent, depending on the user’s preference, will be output.
7.3.2 Equipment Initial (Mark)/Owner Code and Number
Trailing blanks shall be employed on the Equipment Initial/Owner alpha code, and leading zeros
shall be used on the numeric identification field.
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7.3.3 Equipment Group Code

This is a numeric field having a value from 0 to 31 that indicates the general type of equipment.
Values for this field are indicated in Table 7.5. Only major categories of equipment types are indi-
cated in this field, and other fields are allotted to indicate further details.
Table 7.5 Data values for the Equipment Group code

ASCII ASCII
Value Description Value Description
Character Character
0 ? Other 16 O Reserved
1 @ Railcar cover 17 P Tractor (power)
2 A Reserved 18 Q Straight truck
3 B Reserved 19 R Railcar (includes nonrevenue
railcars)
4 C Train number tag (locomotive 20 S Dolly
variable data)
5 D Locomotive 21 T Trailer
6 E End-of-train device 22 U Reserved
7 F Reserved 23 V Reserved
8 G Generator set 24 W Rail-compatible multimodal
equipment
9 H Reserved 25 X Reserved
10 I Intermodal container 26 Y Reserved
11 J Reserved 27 Z Chassis
12 K Marker tags 28 [ Passive alarm tag
13 L Reserved 29 \ Reserved
14 M Reserved (formerly nonrevenue 30 ] Reserved
rail)
15 N Reserved 31 ^ Experimental use/other
7.3.4 Tag Type
7.3.4.1 The Tag Type indicates the configuration, capability, and memory size of the tag, as indi-
cated inTable 7.6.
Table 7.6 Data values for the Tag Type field

Decimal Value Description
1 Tag having less than 128 bits of memory
2 Tag having 128 bits of memory, other than dynamic tags
3 Multiple frame tag, includes dynamic tags
4 Reserved
7.3.4.2 To code the Tag Type value into the tag, the decimal value is reduced by 1 and converted
to its base 2 equivalent.
8.0 TAG ENCODING EQUIPMENT AND PROCEDURE
Tags must be capable of encoding both by the vendor and by railroad personnel at railroad facili-
ties. Procedures for encoding tags are to be provided by their vendors.
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8.1 Tag Encoding Equipment and Procedures

Tags must be capable of encoding both by the vendor and by railroad personnel at railroad facili-
ties. Procedures for encoding tags are to be provided by their vendors. Whenever possible, tags will
be encoded automatically using current information from the UMLER (Uniform Machine Lan-
guage Equipment Register) file.
8.2 Use of Hand Held Reader
Hand-held readers should be used to verify that tags are programmed correctly. The functionality
of the tag should be determined from the output of fixed readers. The hand-held reader shall be
held a consistent, fixed distance from the tag being read. In no case should the hand-held reader be
held any closer than 3 ft from the tag being read.
8.3 Tag Reapplication
Reuse (remove and replace) of AEI tags removed from cars is permitted as long as the plug is not
removed and the tag does not fail any of the following:
8.3.1 Tag can be read by the hand-held reader at manufacturer's pre-determined read distance.
8.3.2 Tag is not more than five years old measured by the date of manufacture on the face of the
tag (year is the second two digits from the left; see paragraph 2.2.1.4)
8.3.3 There is no significant physical damage to the tag case (e.g., puncture, crack or dent).
8.4 Recommended Practice for Repairing/Replacing Tags
To minimize the cost to repair or replace tags, the preferred locations for repairing or replacing
tags are in yards or shop/repair tracks (when the car is shopped for other causes).
9.0 LOCATION AND MOUNTING OF TAGS ON EQUIPMENT
9.1 General
9.1.1 This section provides guidelines for application of automatic equipment identification tags
to typical freight vehicles. The arrangements shown as standards are those in use at this time.
Alternate arrangements or application techniques that meet the basic requirements noted below
are acceptable.
9.1.2 This section does not apply to dynamic or passive alarm tags. For location and mounting
specifications for these tags, refer to the appropriate appendices of this document.
9.1.3 General Mounting Specifications—All Equipment
9.1.3.1 The mounting surface must be metal, vertical, and smooth within the area of the tag. No
area on the tag’s rear surface may be more than 1/4 in. from the metal mounting surface. Mount-
ing surface must not require bending of the tag during attachment. If the desired mounting area
will not meet this requirement, a mounting bracket must be provided to satisfy this requirement.
9.1.3.2 If the mounting surface is irregular or nonmetal (e.g., fiberglass), the tag must be
attached to a metal backplate to provide an electrical reflector for the tag. A 1/8 in. or thicker
smooth metal backplate at least as large as the tag should be used. In all cases, backplates are pre-
ferred, and they should extend 1 in. beyond the full perimeter of the tag.
9.1.3.3 Aluminum material is permitted as a substitute for mounting plate material specified,
when required for compatibility with the vehicle surface.
9.1.3.4 Minor deviations in design of backing plates or application techniques do not require
approval. Proprietary backing plate designs that deviate from these standards must be approved
by the Equipment Engineering Committee. Test application of alternate designs is encouraged.
9.1.3.5 Wherever possible, tags should be mounted in locations to minimize the likelihood of dam-
age from equipment such as forklifts, piggypackers, and other hazards.
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9.1.3.6 Care must be exercised to avoid protrusion of tag and bracket fasteners that may damage
the car’s interior lining, insulation, or lading.
9.2 Freight Cars and Locomotives
9.2.1 General
9.2.1.1 Each railcar and locomotive shall carry two tags. On railcars, one tag shall be located in a
window on the BL (B End–Left) portion and the other shall be located in a window on the AR (A
End–Right).
9.2.1.2 On locomotives, one shall be located in a window on the Front-Right (F End–Right) por-
tion and the other in a window on the Rear-Left (R End–Left) portion.
9.2.1.3 Tags must be placed in a vertical plane at least 4 ft from the centerline of the track. The
tags must be in a rectangular area bounded by horizontal lines 2 to 5 ft above top of rail, measured
for an empty car. Adjust for spring travel on a loaded car.
9.2.1.4 For railcars, the center of the tags shall be positioned as follows: Measuring from the cen-
terline of the truck, from 1 ft 6 in. (18 in.) toward the outboard end of the car to 2 ft towards the center of
the car, measured from the centerline of the inside axle. This provision applies to two-axle trucks as well as to
trucks of more than and less than two axles (see diagrams, Exhibit A and Fig. 9.1).
9.2.1.5 For locomotives, the center of the tags shall be positioned from the centerline of the truck
to 2 ft toward the center of the locomotive, measured from the centerline of the inside axle. This
provision applies to two-axle trucks as well as to trucks of more than two axles (see diagrams,
Exhibit B).
9.2.2 Tag Orientation
Tags shall be mounted on a plane perpendicular to the ground and shall be oriented with horizon-
tal polarization. The long axis of the tag must be within 10° of parallel to the rail. The face of the
tag must not be rotated outward toward the ground more than 10° from the car mounting surface.
Inward rotation of the tag is prohibited.
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ACCEPTABLE LOCATION
PREFERRED LOCATION UNACCEPTABLE LOCATION
BECAUSE OF OBSTRUCTION
2' 0" 1' 6"
CL
5' 0"
2' 0"
Fig. 9.1 Mounting location examples

9.2.3 Vehicle Clearance
The tag shall not protrude beyond the clearance profile of the vehicle to which it is attached.
9.2.4 Tag Clearance
9.2.4.1 Tags shall be mounted so as to maximize readability. The “Clear Zone” (see Fig. 9.1
and Fig. 9.2) surrounding the tags and toward the wayside must not be obstructed by any
metallic object(s) or protrusion(s). Any obstructions in the “Clear Zone” may introduce reading
problems with the tags.
9.2.4.2 To allow for unobstructed transmission of data, tags must be afforded horizontal and ver-
tical “clearance windows” of 1 in. on each side. These windows radiate out at 45° from the ends of
the tags, and at 60° from the sides of the tags as depicted in Fig. 9.2. No part of the car structure or attach-
ments may extend into the clearance zones as depicted to include 1 in. from the periphery of the tag.
9.2.5 Tag Class
Tags on railcars and locomotives shall perform according to the specifications in paragraph 6.0 for
beam-powered tags.
9.2.6 Articulated Cars
For articulated cars, each car shall carry at least two tags (one on each end platform). Optionally,
two tags may be placed on each platform. In that case, for the purpose of tag installation, the B end
of each platform (other than the B platform) shall be considered as that end of the platform that is
closer to the B platform.
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9.2.7 Tank Cars

For tank cars, tags may not be attached to the tank itself or to safety appliances, such as handrails,
except as may be permitted by the AAR Manual of Standards and Recommended Practices.
9.2.8 Roadrailer-Type Vehicles
9.2.8.1 Roadrailer-type vehicles should be treated and tagged as both cars and trailers [or chas-
sis, where applicable; i.e., they should include both rail tags and trailer (or chassis) tags]. Refer to
Appendices M and C (or D).
9.2.8.2 The rail tags should be placed on the trailer/chassis with horizontal polarization in a posi-
tion offset horizontally 8 ft longitudinally from the center of the vehicle not to exceed 10 ft, forward
on the right and toward the rear on the left. The tags shall be no higher than 8 in. above the bot-
tom rail of the vehicle.
CLEAR ZONE
60° 60°
TAG Obstructions
Obstructions
allowed allowed
1" 1"
^ ^
4 3 8"
END VIEW
CLEAR ZONE
45° 45°
TAG
Obstructions Obstructions
allowed allowed
1" 1"
^ ^
11 3 8"
SIDE VIEW
Fig. 9.2 Tag mounting clearance zone railcars and locomotives
9.2.8.3 The trailer/chassis tag for the vehicle should be placed as specified in paragraph 9.5 or
paragraph 9.6.
9.2.8.4 The rail trucks (bogies) should be tagged as railcars. (Refer to paragraphs 9.2.1 through
9.2.4 for tag mounting requirements and to Standard S-918A, “AEI Site-to-Host Consist Report
Format,” for tag contents.) For the rail trucks, BL and AR tags should be placed on brackets
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attached to a truck component. The method of tag attachment to the bogie shall be approved by
the AAR Equipment Engineering Committee. Refer to Exhibit K for tag location.
9.2.8.5 The coupler mate for these vehicles should be tagged as railcars. (Refer to paragraphs
9.2.1 through 9.2.4 for tag mounting requirements.) For the coupler mate, BL and AR tags should
be placed on the coupler mate structure as far from the coupler as possible, as indicated in Exhibit
L. A typical mounting bracket is shown in Exhibit L.
9.3 End-of-Train Devices
9.3.1 Each end-of-train device shall be affixed with one tag. Tags should not be placed on any sur-
face that results in an angle from the centerline of the car of less than 170° or more than 210°.
(Refer to Fig. 9.3, which depicts a right-side application. For a left-side application, the diagram
should be transposed.)
9.3.2 Subject to the above, tag placement on the left side is preferable on many current EOT
designs as a result of the availability of adequate tag mounting surfaces. However, on any EOT
designs that present equally suitable mounting locations on both sides or a better location on the
right side, the tag should be placed on the right side to enhance readability. Sample recommended
mounting configurations are presented in Exhibit C.
9.3.3 The tag shall be mounted such that it will respond to a horizontally polarized interrogating
signal (long axis parallel to the rail).
9.3.4 Tags with performance equivalent to that of an End-of-Train Device tag as described in
paragraph 6.0 shall be used in this application.
9.3.5 Effective January 1, 1995, tags used in this application are required to meet the approval
requirements of paragraph 10.0 and S-060, Application for Component Approval Procedures. Due
to the specialized nature of this application, EOT tags are not required to meet the tag require-
ments specified in the Recommended Test Protocol referenced in paragraph 2.2.1.
9.3.6 However, EOT tags should be applied such that they will survive an impact of 168
inch-pounds. For example, this may be accomplished by placing tags in a protective case or inside
the EOT device itself. These applications must be approved by the tag manufacturer to ensure that
tag readability is not degraded.
9.4 Containers
9.4.1 General
9.4.1.1 Tags shall be mounted so as to maximize readability. The “Clear Zone” (see Fig. 9.3) sur-
rounding the tags and toward the wayside must not be obstructed by any metallic object(s) or pro-
trusion(s). Any obstructions in the “Clear Zone” may introduce reading problems with the tags.
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Tag permitted in placement

Top View area if facing this side
170°
210°
Tag
Placement 30°
Area 10°
10°
Tag
30° Placement
Area
K–105
210°
Railway Electronics
170°
Tag permitted in placement

area if facing this side
Fig. 9.3 Acceptable application areas of the tag

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45°
1"
CLEAR ZONE
Obstructions TAG
allowed in shaded
areas
1"
45°
CLEAR ZONE
1" TAG 1"

45° 45°
Obstructions
allowed in shaded
areas
Fig. 9.4 Tag mounting clearance zone battery-powered tags
tical “clearance windows” of 1 in. on each side. These windows radiate out at 45° from the ends and
the sides of the tags, as depicted in Fig. 9.4. No part of the container structure or attachments may
extend into the clearance zones as depicted to include 1 in. from the periphery of the tag.
9.4.1.3 Tags shall be mounted such that they will respond to a vertically polarized interrogating
signal.
9.4.1.4 Tags with performance equivalent to that of a battery tag described in paragraph 6.0
shall be used for this application.
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9.4.2 Van-Type Containers 40 ft Long or Less

The tag shall be located on the forward right sidewall of the container, approximately 1 ft to the
rear of the front corner post within the first corrugation (if applicable), centered 1 ft below the roof
line of the vehicle (see Exhibit D).
9.4.3 Van-Type Containers More than 40 ft Long
The tag must be adjacent to the rearward side of the post at the forward 40-ft corner lock position
(see Exhibit D).
9.4.4 Flat Rack Containers
9.4.4.1 Flat Racks with a Bulkhead (Fixed or Retractable)
The tag should be located on the forward right bulkhead, facing outward toward the right side of
the vehicle, centered and as high as possible on the bulkhead. The tag shall be vertically polarized
when the bulkhead is raised. It must be mounted on a flat metal surface or bracket.
9.4.4.2 Flat Racks with No Bulkhead
The tag shall be located on the rear of the right side of the flat rack. The tag shall be horizontally
polarized. It must be mounted on a flat metal surface or bracket.
9.4.5 Soft-Sided Containers
The tag, with a fixed metal backing plate at least as large as the tag, shall be attached to the fabric
in the area specified for the van-type container.
9.5 Chassis and Flatbed Trailers
9.5.1 Tags shall be mounted so as to maximize readability. The “Clear Zone” (see Fig. 9.4) sur-
9.5.2 To allow for unobstructed transmission of data, tags must be afforded horizontal and verti-
cal “clearance windows” of 1 in. on each side. These windows radiate out at 45° from the ends and
sides of the tags, as depicted inFig. 9.4. No part of the chassis or trailer structure or attachments
may extend into the clearance zones as depicted to include 1 in. from the periphery of the tag. An
exception, however, is when the tag is placed forward of the landing leg (see paragraph 9.5.5.1); no
clear zone beyond a 1-in. perimeter is required above the tag.
9.5.3 Tags with performance equivalent to that of a battery tag described in paragraph 6.0 shall
be used for this application.
9.5.4 Preferred Location
The tag shall be located in the right front corner of the forward bolster. It will be oriented at a 45°
angle toward the corner with a horizontal polarization. Its height shall not exceed 12 in. from the
bottom of the fifth wheel plate. It must be mounted on a flat metal surface or bracket (see Exhibit
E).
9.5.5 Alternate Locations
For equipment where the above location is not feasible, either of the following locations may be uti-
lized.
9.5.5.1 Forward of Landing Leg (see Exhibit F)
• Forward of right landing leg
• Oriented at a 45° angle (±5°) toward the right front corner
• Horizontal polarization
• Tag must be within 12 in. vertically of the bottom of fifth wheel plate
• Tag must be mounted on a flat metal surface or bracket
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Railway Electronics
S-918
9.5.5.2 Forward Bolster (see Exhibit G) (Previous Standard)

• Right front corner—forward bolster, not more than 24 in. from the corner
• Oriented in forward direction
• Height not to exceed 12 in. above bottom of fifth wheel plate
• Must be mounted on a flat metal surface or bracket
• Tag must be mounted such that it will respond to a horizontally polarized interrogating
signal
9.6 Trailers
sides of the tags, as depicted in Fig. 9.4. No part of the equipment structure or attachments may
9.6.3 Tags with performance equivalent to that of a battery tag described in paragraph 6.0 shall
be used for this application.
9.6.4 Van-Type Trailers
When possible, the tag shall be located on the forward right sidewall of the trailer approximately
1 ft to the rear of the front of the trailer, centered 1 ft below the roof line (see Exhibit H). When in
this location, trailer tags shall be mounted such that they will respond to a vertically polarized
interrogating signal.
9.6.5 Soft-Sided Trailers
The tag, with a fixed metal backing plate at least as large as the tag, shall be attached to the fabric
in the area specified for the van-type trailer.
9.6.6 Other Trailers
For flatbed and other trailers where the above recommended location is not available or feasible,
refer to paragraph 9.5, Chassis and Flatbed Trailers, above.
9.7 Generator Sets, Nitrogen Clips, or Separable Refrigeration Units
9.7.3 A vertically polarized intermodal-type tag having performance equivalent to that of a bat-
tery tag described in paragraph 6.0 shall be used for this application.
9.7.4 Front-Mounted Units
The tag shall be placed on the left side, 1 ft down from the top of the unit. The tag shall be verti-
cally polarized and must be mounted on a flat metal surface or bracket.
9.7.5 Underslung Units
The tag shall be placed on the right (panel) side toward the top of the unit. The tag shall be hori-
zontally polarized and must be mounted on a flat metal surface or bracket.
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S-918
9.8 Railcar Covers, Roofs, and Hoods

9.8.1 Tag Type and Polarization
A vertically polarized intermodal-type tag having performance equivalent to that of a battery tag
described in paragraph 6.0 shall be used for this application.
9.8.2 Location
9.8.2.1 Tags for this equipment shall be placed so as to be read using a standard intermodal
antenna placed approximately 10 ft above top of rail. This will avoid interference with the stan-
dard tags on the car and will enable reading with a standard intermodal antenna.
9.8.2.2 One tag per car cover section should be used. There may be as many as three or more
cover sections per car.
9.8.2.3 The tags shall be located in a window from 7 to 10 ft above top of rail and within 2 ft (a
4-ft window) of the lateral centerline of the cover. The short face of the tag should be parallel to the
rail and the long face perpendicular to the rail (i.e., vertical polarization). The long face of the tag
may be angled to face upward a maximum of 30° but must not face downward (see Exhibit I).
9.8.2.4 For two-piece covers, the tags should be mounted on the right side of the cover when
viewed from the end of the car (this will put the cover tags in opposite corners from the railcar
tags). For mid-section covers (for those covers consisting of three or more sections), the tags may be
mounted on either side. In all cases, locations of cover stacking posts and other areas that might
subject the tags to damage should be avoided.
9.8.2.5 Tags shall be mounted so as to maximize readability. The “Clear Zone” (see Fig. 9.4) sur-
tical “clearance windows” of 1 in. on each side. These windows radiate out at 45° from the ends and
extend into the clearance zones as depicted to include 1 in. from the periphery of the tag. An excep-
tion, however, is that, when required, the 45° vertical clearance angle below the tag may be vio-
lated, but the 1-in. spacing to the nearest obstruction below the tag must not be reduced.
9.9 Tag Application Procedure
9.9.1 Fastening Methods
Application of tags to vehicles, equipment, and/or brackets by use of tape, adhesive, or similar
products is prohibited. The use of self-tapping drive screws also is prohibited. It is required that
mechanical fasteners be used in this application.
9.9.2 When an attachment plate is welded to a vehicle side sheet, it must be kept flat. If the vehi-
cle side sheet is deformed, spacing of welds may vary to accommodate waviness of the vehicle side.
9.9.3 The attachment plate must be allowed to cool after welding before applying the transpon-
der.
9.9.4 Painting of AEI tags with paint not approved by the manufacturer is prohibited.
9.9.5 When painting tag attachment plates, the studs should be protected from paint.
9.9.6 Rivet Mounting
9.9.6.1 Using appropriate pop rivets that are compatible with the vehicle structure, attach the
tag to a bracket or metal mounting surface. Pop-type rivet applications to brackets should be as
depicted in Fig. 9.4 using a hat-shaped backing plate with pop-rivets. Rivets should be 3/16-in.
diameter with a minimum 1/2-in. head diameter. High-pressure rivets are not recommended.
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Railway Electronics
S-918
1' 0"
1.925" 8.15 ±.05" Important 1.925"
Drill with nominal 13 64"
cobalt steel drill bit
21
"
32
" 32
13
"
5
32
2
CL OF BENDS
4 9 32"
13
"
32
21
"
32
DEVELOPED VIEW OF ATTACHMENT PLATE
AEI transponder must lie flat

EXISTING FREIGHT against attachment plate
CAR SIDE SHEET
TRANSPONDER ATTACHMENT PLATE

AEI TRANSPONDER
Attach AEI transponder to attachment plate by applying
Notes: two pop rivets, 3 16 -in. diameter with 5 8 -in. head diameter.
1. If attachment plate is welded to
freight car side sheet, make sure TOP VIEW SECTION THROUGH SIDE SHEET
attachment plate is kept flat.
Spacing of welds can vary due to
waviness of freight car side sheet.
2. Before applying the transponder,
attachment plate must be
allowed to cool after welding.
3. Grind all sharp edges smooth. Attachment plate
4. All tolerances ± 1 16 -in. unless (Caution: must be flat.
otherwise noted 2-9 See note 1 Do not apply too much heat.)
xxxxxxxxxxxxxx xxxxxxxxxxxxxx
1
8 "R (Typ.)
3" Flat
19
"
32 1
8 "R (Typ.)
4 1 4" xxxxxxxxxxxxxx xxxxxxxxxxxxxx
AEI TRANSPONDER EXISTING FREIGHT

CAR SIDE SHEET
FRONT VIEW
Fig. 9.5 Transponder pop rivet application detail

9.9.6.2 Use pop rivets with a proper grip range and of a type such as the following:
Table 9.1 Acceptable pop rivets

SD66BSLF Grip Range 1/4" to 3/8"
SD68BSLF Grip Range 3/8" to 1/2"
SD61OBSLF Grip Range 1/2" to 5/8"
SD612BSLF Grip Range 5/8" to 3/4
9.9.6.3 Two washers per tag are recommended.
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S-918
9.9.7 Mounting with Bolts or Threaded Securements

9.9.7.1 Bolted applications to brackets should be as depicted in Fig. 9.6, with small-flange-type
mechanical lock nuts or equivalent fasteners for use with No. 10-24 NC threaded studs. Locknuts
or equivalent locking features are recommended. Threadsealers, such as Lock-tite®, should not be
used unless they have been approved for use by the AAR.
1' 0" 3
16 " Grind off
8.15 ±.05 Important excess weld
1.925" 1.925"
1
8 " R max. See DETAIL C
7
32 " 82° 11
32 "
1 1
2 "
3"
1
2 " 1
8"
TRANSPONDER ATTACHMENT PLATE DETAIL C

32 -in. diameter holes (countersunk)
7
BAR 3" X 3 16 " X 12"
MATERIALASTM A36 OR EQUIVALENT for #10-24 NC threaded stud (Typ.)
TWO REQUIRED PER CAR Four required per car
Notes for transponder attachment plate:

1. Grind all sharp edges smooth.
2. All tolerances ± 1 16 -in. unless otherwise noted.
3. The #10-24 threaded studs must be securely
welded perpendicular to the attachment plate, EXISTING FREIGHT AEI transponder must lie flat
in position shown. CAR SIDE SHEET against attachment plate
TRANSPONDER ATTACHMENT PLATE AEI TRANSPONDER

WITH #10-24 NC STUDS ATTACHED
Notes for application to freight car:
1. If attachment plate is welded to freight car Mount AEI transponders using small flanged mechanical
side sheet, make sure attachment plate is locknuts for use with #10-24 NC threaded stud.
kept flat. Spacing of welds can vary due to (Four #10-24 NC mechanical locknuts required per car.)
When locknuts are snug against transponder, torque
waviness of freight car side sheet. to 30 in.-lb. Be careful not to exceed 30 in.-lb.
2. Before applying the transponder, attachment
plate must be allowed to cool after welding. TOP VIEW SECTION THROUGH SIDE SHEET
3. When painting transponder attachment plates,
#10-24 NC studs must be covered with masking tape. Attachment plate
(Caution: must be flat.
29 See note 1 Do not apply too much heat.)
Optional, see note 1 1

xxxxxxx
AEI TRANSPONDER EXISTING FREIGHT

FRONT VIEW CAR SIDE SHEET
Fig. 9.6 Details and application of AEI transponder bolted application

9.9.7.2 Extreme caution must be used if tags are attached with bolts or threaded connections. To
avoid damaging tags, nuts should be properly torqued to no more than 30 in-lb. If excessive torque
is applied, the tag case may crack or break.
9.9.7.3 Attachment bolts should not be distorted by chisel-checking or welding.
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S-918
9.10 Request for Tag Placement Variances

9.10.1 Equipment owners who cannot reasonably place the tags within the limits of the specified
tag location window described in this standard must send a written request for a variance to the
Director, Freight Car Construction and Components, Mechanical Division, Association of Ameri-
can Railroads, 50 F Street, N.W., Washington, DC 20001 (Fax 202–639–2179).
9.10.2 The request must include the following documentation explaining why the variance is nec-
essary:
• List of the equipment initial and numbers (or series) affected
• Name of the car builder
• Model of the equipment
• Cover letter including explanation of why the tags cannot reasonably be placed inside the
specified location window and description of proposed alternative location
• Diagrams, drawings, and photographs to the extent necessary to show why the tags cannot
reasonably be placed inside the specified location window
• Explanation, diagrams, drawings, and photographs to the extent necessary to show how
the tags would be placed in the proposed alternative location.
A response to each request will be provided. Exemptions that have been granted will be published
in paragraph 9.11 of this document or by Mechanical Division Circular Letter.
9.11 Variances to Standard Tag Placement Window
Equipment Affected Tag May Be Placed

9.11.1
DTTX 64000 and 74000 series double-stack cars Longitudinally: As much as 4 ft toward the center of the car, measured
from the centerline of the inside axle
TTAX 653000–654404 On side sill approximately 1 ft 11 3/4 in. from centerline of bolster
toward end of car.
9.11.2
CP/CPLX 382000–382995 Approximately 43.5 in. from centerline of track
CP 383700–383802
CP/CPLX 383850–383999
CP 384000–384999
CP 385250–385258
CP 385600–385619
CP 386000–386889
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S-918
Equipment Affected Tag May Be Placed

9.11.3 5 ft 6 in. above the rail, contingent on the tag being positioned with a
downward tilt of 20° with a tolerance of + 10°, –0°
ATSF 18426
307500–307999
311000–311899
312300–313799
315200–315799
BN 469649–469999
471000–472499
CNW 170000–170926
173000–174899
178000–179099
181000–182699
190000–190983
438000–438187
470030–471106
752000–753896
UP 87200–88349
9.11.4
JMHX 005116–008099 Under all circumstances, tag must be mounted in window located at
057424–057444 least 100 in., but not more than 118 in., from the structural end of the
057447–057488 car. In the vertical dimension, the tag must be mounted no more than
057490–057593 12 in. from the bottom of the side sill.
057595–057626
072701–072741
9.11.5
ATSF 298946–298964 14 in. from centerline of car, 60 in. from centerline of inboard axle, and
298966–298968 center of tag 32 in. above top of rail.
298970–298974
298976–298987
298989–298993
298995–298998
9.11.6
BN 94001–94124 Beam (nonbattery) tags as described in paragraph 6.2 (railcar covers
for coil steel cars) shall be placed horizontal 2 ft to the left of the
centerline of the cover on each side of the cover at the minimum height
sufficient to achieve the required tag read clearances, angled
downward 20°.
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S-918
10.0 APPROVAL REQUIREMENTS

This section applies to tag designs that are approved for use in interchange service. Equipment
owners may choose to use other tags in addition to those required by the interchange rules for sup-
plementary applications.
10.1 Approval of Tags
All new tag designs and changes to existing tag designs that are approved for use in interchange
service must be approved by the Equipment Engineering Committee, Mechanical Division. Each
tag design shall be identified by type. The approval shall remain in effect as long as no changes are
made in the tags or in the specification requirements.
10.2 Facility Certification
As a minimum, all tags must be manufactured in a facility certified as meeting or exceeding AAR
Quality Assurance Specification M-1003.
10.3 Design or Manufacturing Changes
10.3.1 Changes to Tags
If a manufacturer desires to make any changes in an AAR-approved tag, the manufacturer shall
advise the Director—Freight Car Construction and Components, providing full information as to
the nature of the proposed change and the reason for the change. If a new issue of a drawing or
specification is made for the purpose of clarifying or correcting it, notice shall also be provided. The
Equipment Engineering Committee will decide in each case what action is to be taken on these
changes and, in the event they are approved, the appropriate documentation describing the
change (e.g., drawing(s) and specification) will be included with the approval record.
10.3.2 Changes to Specification
If changes are made in the specification, the Equipment Engineering Committee will take the nec-
essary action to determine whether approved tags conform to the changed specification.
10.3.3 Certification of Approval
A manufacturer shall furnish to each purchaser of tags covered by AAR approval a guarantee that
the tags furnished are the same as those covered by the approval.
10.3.4 Configuration Control Procedure
Configuration of tags shall be controlled in accordance with Military Standard 481, latest revision.
10.4 Tag Reconditioning Requirements
This section applies to tags that have the programming port plug removed for any reason.
10.4.1 Facility Certification
As a minimum, all tags must be reconditioned in a facility certified to AAR Quality Assurance
Specification M-1003.
10.4.2 Tag Inspection
Each tag shall be inspected. The tag shall be scrapped for the following defects:
• Physical damage to the tag, including deformity, dent, scrape, or gouge in the tag case.
• Cracks anywhere on the tag case.
• Deformity of the tag plug hole, including oval shape or scoring.
• Any indication of the presence of water in the tag (e.g. condensation or white residue).
• Tag more than 5 years old measured from the date of manufacture on the face of the tag
(year is the second two digits from the left; see paragraph 2.2.1.4).
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S-918
10.4.3 Leak Test

Each tag shall be leak tested. The leakage shall not result in a pressure drop exceeding .25 psig in
15 seconds when the tag is pressurized to 5.0 psig. Measurement accuracy shall be ±0.1 psig.
10.4.4 Radio Frequency Functional Test
The tag shall respond properly when subjected to an RF field of 3.5 V/m.
A typical RF functional test fixture is described below:
• Using off-the-shelf components from Amtech, this RF test station can be constructed and
incorporated into a tag programming workstation. The components include the following:
• Amtech AI1200 reader
• Amtech AR2200 RF unit
• RF attenuator (around 18dB)
• Amtech AA3140 log periodic antenna
• Wooden support (similar to drawing)
Fig. 10.1 Tag platform at test range
Fig. 10.2 Tag platform with typical electronic configuration
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Railway Electronics
S-918 APPENDIX A
APPENDIX A
TAG DATA FORMAT FOR THE RAILCAR
INCLUDES REVENUE AND NONREVENUE FREIGHT AND PASSENGER EQUIPMENT:
EXCLUDES RAIL-COMPATIBLE MULTI-MODAL EQUIPMENT—USE APPENDIX M;
EXCLUDES PASSENGER CAB CONTROL CARS AND POWERED MULTIPLE UNIT
CARS—USE APPENDIX B
1.0 BITS AVAILABLE FOR GENERAL USE
Fields specified by the standard are listed in Table A.1; General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table A.1.
Table A.1 Data field descriptions for the Railcar tag

Bits Tag Data Minimum Maximum
Entry Unit
Required Sequences Value Value
Equipment Group Code 5 0–4 0 31 Type Code
Tag Type 2 5–6 1 4 Type Code
Equipment Initial (Mark) 19 7–25 A ZZZZ Alpha
Car Number 20 26–45 0 999999 Numeric
Side Indicator Code 1 46 0 1 Side Code
Length 12 94–96, 0 4095 Decimeters
47–55* [0 1343 Feet]
Number of Axles 5 56–59, 64 1 32 Axles
First Check Sum 2 60–61

Reserved Frame Marker 2 62–63
Bearing Type Code 3 65–67 0 7 Type Code
Platform Identifier Code 4 68–71 0 15 Platform Code
Spare 22 72–93 Available for Owner's Use
Reserved 9 97–105 Reserved for Future Use by AAR
Security 12 106–117 Reserved for Security or Limited
Owner's Use
Data Format Code 6 118–123 0 63 Format Code
Second Check Sum 2 124–125
Frame Marker 2 126–127
* Bit order shall be 94, 95, 96, 47, 48...55.
The fields are arranged in a hierarchical fashion in order to expedite processing by the data pro-
cessor. It is intended that the data processor will first look at the Data Format code to determine if
the tag should be ignored. For example, in some cases the data processor will wish to ignore all
tags except those specified as rail (AAR standard) or intermodal tags.
Once the Data Format code has been processed, then the data processor will look to the Tag Type
to determine the configuration, capabilities, and memory capacity of the tag. Next, the data pro-
cessor will examine the Equipment Group code to determine if the tagged equipment is relevant.
The order in which the remaining fields are processed will be dictated by the particular applica-
tion.
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APPENDIX A S-918
1.1 Equipment Group Code

The Equipment Group code for freight and passenger railcars (excluding passenger cab control
cars, powered multiple unit cars, and rail-compatible multi-modal freight equipment) is decimal
19 (binary 10011).
1.2 Tag Type
The Tag Type indicates the configuration, capability, and memory size of the tag. Tag Type = 2
describes this tag specified by this AAR standard.
To code the Tag Type value into the tag, the decimal value is reduced by 1 and converted to its base
2 equivalent.
1.3 Equipment Initial (Reference UMLER Columns 3–6)
The Equipment Initial is composed of four letters and can be represented as C1, C2, C3, C4. To
code this information in the tag, the possible letters represented by C1 will be assigned to the fol-
lowing decimal values: A = 0, B = 1, C = 2, ...Z = 25. The letters C2, C3, and C4 will be assigned the
following values: Blank = 0, A = 1, B = 2, ...Z = 26. This code assignment allows for an Initial of less
than four characters, with the actual characters left justified, and the remainder of the field pad-
ded with blanks.
Conversion from alpha to numeric would involve the following:
1.3.1 Determine the numeric equivalent of characters C1 through C4. This will result in four
numeric values, N1 through N4.
1.3.2 Convert N1 through N4 into one numeric value by using the following formula:
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
The base 2 equivalent of the decimal number “Value” is stored in the tag's Equipment Initial field.
Conversion from a base 2 tag format back to the four letters would involve the following, where
“Value” is the decimal equivalent of the base 2 value in the Equipment Initial field.
1. N1 = Value/273 (integer—drop fractions)
2. N2 = (Value – (N1 × 273))/272 (integer)
3. N3 = (Value – ((N1 × 273) + (N2 × 272)))/27 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
5. Use the letter-to-number assignments referred to above to convert N1 through N4 from a nu-
meric value to its letter equivalent.
1.4 Car Number
The Car Number is encoded into the tag by converting the decimal value from 0 to 999999 to a
binary value (a conversion from base 10 to base 2).
1.5 Side Indicator Code
The Side Indicator code indicates whether the tag is installed on the left or right side of a railcar.
The right or left side is in reference to a person facing the car from the handbrake end (B end) of
the car (see diagram, Exhibit A). The right side of the car is assigned a binary value 1 and left side
of the car is assigned a binary value 0.
1.6 Length (Reference UMLER Line 2, Columns 20–24)
The exterior length is measured as specified by the UMLER Data Specification Manual. To encode
the data into the tag, the metric value from 0 dm to 4095 dm is converted to a base 2 equivalent
value. 4095 dm shall also apply to all lengths more than 4095 dm.
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S-918 APPENDIX A
1.7 Number of Axles (Reference UMLER Line 3, Column 50)

This field indicates the number of axles on a car. To encode the Number of Axles into the tag, the
decimal value from 1 to 32 is reduced by 1 and converted to base 2. The decimal value 32 shall also
apply to all numbers of axles greater than 32.
1.8 Bearing Type Code (Reference UMLER Line 3, Column 49)
To encode the Bearing Type code into the tag, the decimal value of 0 through 7 must be converted
to the equivalent base 2 value. Table A.2 presents a description of each Bearing Type code value.
Table A.2 Data values for the Bearing Type code

Value Description
0 Plain bearings
1 Roller bearings, not otherwise classified
2 Roller bearings, inboard
3 Roller bearings, 3-axle truck, 1-axle obstructed ("buckeye design")
4 Roller bearings, plain bearing housing
5 Roller bearings, cylindrical oil filled
6–7 Reserved
1.9 Platform Identifier Code (Reference UMLER Line 4, Column 35)
Table A.3 presents the values assigned to each Platform Identifier code. Nonarticulated or single
unit cars shall be assigned the value 0. All equipment except articulated railcars shall be assigned
the value 0. For multi-unit cars, “B” is assigned to the platform stenciled “B,” and “A” is assigned to
the extreme opposite platform. Platforms adjacent to the “B” platform are assigned “C,” “D,” “E,”
etc., in a sequential manner for consecutive platforms moving away from the “B” platform. To
encode the Platform Identifier code into the tag, the decimal value from 0 to 15 must be converted
to its equivalent base 2 value.
Table A.3 Values for the Platform Identifier code

Value Description
0 All equipment except articulated railcars (includes single platform and nonarticulated cars)
1 “A” platform
2 “B” platform
3 “C” platform
4 “D” platform
5 “E” platform
6 “F” platform
7 “G” platform
8 “H” platform
9 “I” platform
10 “J” platform
11 “K” platform
12 “L” platform
13 “M” platform
14 “N” platform
15 “0” platform—also applies for platforms beyond the 15th
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APPENDIX A S-918
1.10 Spare
This field is an optional area that can be used at the discretion of the owner.
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S-918 APPENDIX B
APPENDIX B
TAG DATA FORMAT FOR THE LOCOMOTIVE
INCLUDES PASSENGER CAB CONTROL CARS AND POWERED MULTIPLE UNIT CARS
Fields specified by the standard are listed in Table B.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table B.1.
Table B.1 Data field descriptions for the Locomotive tag

Entry Unit
Locomotive Number 20 26–45 0 999999 Numeric
Length 9 47–55 0 510 Decimeters
[0 167 Feet]

Spare 30 68–97 Available for Owner's Use (for
example model number)
Owner's Use
tion.
The Equipment Group code for a locomotive is decimal 5 (binary 00101). This Equipment Group
code also includes passenger cab control cars and powered multiple unit cars.
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APPENDIX B S-918
1.2 Tag Type

2 equivalent.
1.3 Equipment Initial (Reference UMLER Section IV, Columns 3–6)
ded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
1.4 Locomotive Number
The Locomotive Number is encoded into the tag by converting the decimal value from 0 to 999999
to a binary value (a conversion from base 10 to base 2).
The Side Indicator code indicates whether the tag is installed on the left or right side of a locomo-
tive. The right or left side is in reference to a person facing the same direction as the F end of the
locomotive (see diagrams, Exhibit B). The right side of the locomotive is assigned a binary value 1
and left side of the locomotive is assigned a binary value 0.
1.6 Length (Reference UMLER Section IV, Line 2, Columns 20–24)
the data into the tag, the metric value from 0 to 510 is converted to a base 2 equivalent value.
1.7 Number of Axles (Reference UMLER Section IV, Line 1, Columns 19–22 and Exhibit
D, Code D, Second Numeric)
This field indicates the number of axles on a locomotive. To encode the Number of Axles into the
tag, the decimal value from 1 to 32 is reduced by 1 and converted to base 2.
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S-918 APPENDIX B
1.8 Bearing Type Code (Reference UMLER Section IV, Line 3, Column 49)
to the equivalent base 2 value. Table B.2 presents each Bearing Type code value.
Table B.2 Data values for the Bearing Type code

Value Description
0 Plain bearings
3 Roller bearings, 3-axle truck, 1-axle obstructed ("buckeye design")
6–7 Reserved
1.9 Spare
The Spare field is an optional area that can be used at the discretion of the owner. For example, it
can be used to indicate the locomotive’s model number. The model number is encoded into this field
as five ASCII six-bit characters. The ASCII six-bit table is listed in Appendix O; the decimal value
listed in the table must be converted to base 2 for tag programming.
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APPENDIX C S-918
APPENDIX C
TAG DATA FORMAT FOR TRAILERS
Fields specified by the standard are listed in Table C.1; General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table C.1.
]
Table C.1 Data field descriptions for the Trailer tag

Entry Unit
Owner’s Code (Initial)* 19 7–25 A ZZZZ Alpha
Trailer Number 42 26–59, 0 ZZZZZZZZ Alpha Numeric
64–71

Length 11 72–82 0 2047 Centimeters

[0 806 Inches]
Width 2 83–84 0 3 Width Code
Tandem Width 2 85–86 0 3 Code
Type Detail Code 4 87–90 0 15 Type Code
Forward Extension 8 91–98 30 284 Centimeters
[12 112 Inches]
Tare Weight 7 99–105 15 141 100 kg
[33 310 100 lb]
Height or Security 12 106–117 0 511 Centimeters
[0 402 Half inches]
Data Format Code 6 118–123
* When the Owner's code is not the same as the Trailer Initial (Mark), use the Trailer Initial
(Mark) in this field.
tion.
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S-918 APPENDIX C

Only major categories of equipment types are indicated in this field, and other fields are allotted to
indicate further details. The Equipment Group code for a trailer is a decimal 21 (binary 10101).
1.2 Tag Type
2 equivalent.
1.3 Owner's Code/Trailer Mark (Reference UMLER Section III, Columns 3–6)
The Owner’s Code/Trailer Mark is composed of four letters and can be represented as C1, C2, C3,
C4. To code this information in the tag, the possible letters represented by C1 will be assigned to
the following decimal values: A = 0, B = 1, C = 2, ...Z = 25. The letters C2, C3, and C4 will be
assigned the following values: Blank = 0, A = 1, B = 2, ...Z = 26. This code assignment allows for an
Owner’s code of less than four characters, with the actual characters left justified and the remain-
der of the field padded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
The base 2 equivalent of the decimal number “Value” is stored in the tag's Owner’s code field.
“Value” is the decimal equivalent of the base 2 value in the Owner’s code field.
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
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APPENDIX C S-918
1.4 Trailer Number

The Trailer Number consists of eight alphanumeric characters. Each character shall be assigned a
numeric value as indicated below:
Identification Character Numeric Value Identification Character Numeric Value

-(space) 0 H 18
0 1 I 19
1 2 J 20
2 3 K 21
3 4 L 22
4 5 M 23
5 6 N 24
6 7 O 25
7 8 P 26
8 9 Q 27
9 10 R 28
A 11 S 29
B 12 T 30
C 13 U 31
D 14 V 32
E 15 W 33
F 16 X 34
G 17 Y 35
Z 36
The value associated with each character position will then form a base 37 number that is 8 digits
long. The 8-digit number is encoded into the tag by converting it to its base 2 equivalent.
1.5 Length (Reference UMLER Section III, Line 2, Columns 20–24)
This field indicates the trailer length. The Length field is equivalent to the overall (outside) length
of the trailer, including forward protrusion but excluding dock bumpers. To encode the length into
the tag, the metric value from 0 to 2047 is converted to its equivalent base 2 value. If a zero is
entered for this field, it indicates “does not apply.”
1.6 Width (Reference UMLER Section III, Line 2, Columns 25–28)
The trailer width is measured from the outside surfaces of the trailer. To encode the width into the
tag, use the following table:
Table C.2 Width and tandem width codes

Value Description
0 Not used
1 96 in./2.5 m or less
2 More than 96 in./2.5 m but not more than 102 in./2.6 m
3 More than 102 in./2.6 m
The appropriate decimal value from the table is converted to its base 2 equivalent for encoding
into the tag.
1.7 Tandem Width (Reference UMLER Exhibit D, Code Z, Third Numeric)
The Tandem Width indicates the nominal width of the trailer tandem, defined as the extreme
width spanned by the outside tires of an axle. (The tandem width is usually 96 in. or 102 in.) To
encode the tandem width into the tag, use the same procedure and table given for width, above.
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S-918 APPENDIX C
1.8 Type Detail Code (Reference UMLER Section III, Line 1, Columns 19–20 and
Exhibit D, Code Z, First Numeric)
To encode the Type Detail code into the tag, the decimal value from 0 to 15 must be converted to
the equivalent base 2 value. Table C.3 presents a description of each Type Detail code value. The
decimal value 15 represents no Type code provided.
Table C.3 Data values for the Type Detail code

Value Description
0 Bulk hopper or tank
1 Mechanical refrigerator-underslung
2 General service (nonequipped) dry van
3 Flat bed (including removable sides, platforms and expandables)
4 Open top
5 Mechanical refrigerator—nose mount
6 Rail compatible trailer, without integral rail wheels
7 Insulated
8 Drop frame (including wedge frames)
9 Special equipped straight floor closed
10 Rail compatible trailer, with integral rail wheels (capable of operation on railroads without an underlying flatcar
platform)
11–14 Reserved
15 Not used
1.9 Forward Extension (Reference UMLER Section III, Line 4, Columns 77–78)
The Forward Extension field indicates the distance from the center of the kingpin to the most for-
ward protrusion on the trailer. To encode the Forward Extension into the tag, the metric value
from 30 cm to 284 cm must be reduced by decimal 29 and then converted to the equivalent base 2
value. If a minimum binary value for this field is entered, it indicates a “does not apply” condition.
1.10 Tare Weight (Reference UMLER Section III, Line 3, Columns 27–30)
This field indicates the trailer's empty weight in hundreds of kilograms or pounds. To encode the
Tare Weight into the tag, the metric value from 15 to 141 hundred kilograms must be reduced by
decimal value 14 and then converted to its equivalent base 2 value. If a minimum binary value for
this field is entered, it indicates a “does not apply” condition.
1.11 Height (Reference UMLER Section III, Line 2, Columns 33–36)
The height of the trailer is indicated by this field, or the field may be used for security characters.
If the user does not wish to use security or indicate the trailer height, then this field shall be filled
with binary zeros. The Height field is equivalent to the overall (outside) height of the trailer mea-
sured vertically from the ground to the top of the trailer at the rear axle position, with the trailer
in an unloaded condition and with properly inflated tires. To encode the height into the tag, use
the subsequent steps to encode the data. (If inches are entered, the programmer hardware will
perform the necessary conversion.)
1. Convert the trailer height decimal value (centimeters) (D2D1D0) to a base 37 number (T1T0) as
follows:
C = D2D1D0/37 (truncate to an integer result)

T1 = C+1
T0 = D2D1D0 – (C × 37) (truncate to an integer result)
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APPENDIX C S-918
2. Use the following table to convert (T1T0) to two alpha-numeric symbols (A1A0)
A1A0 Character T1T0 Value A1A0 Character T1T0 Value
/(slash) 0 H 18
0 1 I 19
1 2 J 20
2 3 K 21
3 4 L 22
4 5 M 23
5 6 N 24
6 7 O 25
7 8 P 26
8 9 Q 27
9 10 R 28
A 11 S 29
B 12 T 30
C 13 U 31
D 14 V 32
E 15 W 33
F 16 X 34
G 17 Y 35
Z 36
3. Using the six-bit ASCII table presented in Appendix O, find the decimal values associated with
the A1 character and the A0 character. Finally, these decimal values must then be converted to
corresponding base 2 values.
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S-918 APPENDIX D
APPENDIX D
TAG DATA FORMAT FOR CHASSIS
Fields specified by the standard are listed in Table D.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table D.1.
Table D.1 Data field descriptions for the Chassis tag

Entry Unit
Chassis Mark (Initial) 19 7–25 A ZZZZ Alpha
Chassis Number 20 26–45 0 999999 Numeric
Type Detail Code 4 46–49 0 15 Types
Tare Weight 6 50–55 15 77 100 kg
[33 170 100 lb]
Framing Bits 2 62–63
Height 7 56–59, 40 166 Centimeters
64–66 [32 130 Half Inches]
Tandem Width Code 2 67–68 0 3 Code

Forward Extension 6 69–74 30 154 Centimeters
[12 61 Inches]
Kingpin Setting 6 75–80 30 154 Centimeters
[12 61 Inches]
Axle Spacing 5 81–85 10 40 Decimeters
[39 157 Inches]
Running Gear Location 5 86–90 13 43 Decimeters
[51 169 Inches]
Number of Lengths 3 91–93 0 7 Numeric
Minimum Length 10 94–103 0 2046 Centimeters
[0 806 Inches]
Spare 2 104–105 Reserved
Maximum Length or 12 106–117 Length—Centimeters/See Table
Security

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APPENDIX D S-918
tion.
Only major categories of equipment types are indicated in this field and other fields are allotted to
indicate further details. The Equipment Group code for a chassis is decimal 27 (binary 11011).
1.2 Tag Type
2 equivalent.
1.3 Chassis Mark (Reference UMLER Section III, Columns 3–6)
The Chassis Mark is composed of four letters and can be represented as C1, C2, C3, C4. To code
this information in the tag, the possible letters represented by C1 will be assigned to the following
decimal values: A = 0, B = 1, C = 2, ...Z = 25. The letters C2, C3, and C4 will be assigned the follow-
ing values: Blank = 0, A = 1, B = 2, ...Z = 26. This code assignment allows for a Chassis Mark of
less than four characters, with the actual characters left justified and the remainder of the field
padded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
The base 2 equivalent of the decimal number “Value” is stored in the tag's Chassis Mark field.
“Value” is the decimal equivalent of the base 2 value in the Chassis Mark field.
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
1.4 Chassis Number
The Chassis Number is encoded into the tag by converting the decimal value from 0 to 999999 to a
1.5 Type Detail Code (Reference UMLER Section III, Line 1, Columns 19–20 and
Exhibit D, Code Z, First and Second Numerics)
the equivalent base 2 value. Table D.2 presents a description of each Type Detail code value. The
decimal value 15 includes no Type code provided.
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S-918 APPENDIX D
Table D.2 Data values for the Type Detail code—chassis

Value Description
0 Extendible
1 Straight
2 Combo
3 Beam slider
4 Rail compatible chassis, with integral rail wheels
5 Rail compatible chassis, without integral rail wheels
6 Fixed length gooseneck
7 Platform
8 Drop frame
9 Tri-purpose
10–14 Reserved
15 Others/Not used
1.6 Chassis Type Definitions
Extendible Chassis capable of expanding or "stretching" to accommodate different size containers.

Straight Fixed length chassis, also called "flushback," capable of handling one size container; not a gooseneck.
Combo Fixed length chassis, capable of handling two sizes of containers (also referred to as "eight-pin
chassis"). However, in contrast to tri-purpose chassis, additional locking pins are not provided to allow
an alternate placement location of one smaller size container.
Beam Slider Chassis capable of expanding or "stretching" to accommodate U.S. Bridge formulas, but not capable of
stretching enough to accommodate different size containers.
Rail Compati- Chassis capable of operation on railroad without an underlying flatcar platform.
ble Chassis
Gooseneck Chassis with a lowered bed, with a protruding structure to fit in the slot (tunnel) in the bottom of a
container. Serves to lower the height of the chassis/container combination to meet clearance
requirements. If a gooseneck chassis is also extendible, it should be classified as “Extendible.”
Tri-Purpose Fixed-length chassis capable of handling two sizes of containers. In addition, additional locking pins are
(or three-way) provided to allow an alternate placement location of one smaller size container (also referred to as
“twelve-pin chassis”).
Platform Chassis with a platform at the rear; facilitates unloading.
This field indicates the chassis Tare Weight in hundreds of kilograms. To encode the chassis Tare
Weight into the tag, the metric value from 15 to 77 hundred kilograms must be reduced by 14 and
then converted to its equivalent base 2 value. If a minimum binary value for this field is entered
(i.e., 0), it indicates a “does not apply” condition.
1.8 Height (Reference UMLER Section III, Line 2, Columns 33–36, and Exhibit D, Code
Z, Third Numeric)
The chassis height is measured from the ground to the top of the rear bolster excluding locking
pins when the chassis is unladen. To encode the height into the tag, the decimal value from 40 to
166 cm must be reduced by decimal value 39 and then converted to the equivalent base 2 value. If
a minimum binary value for this field is entered (i.e., 0), it indicates a “does not apply” condition.
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APPENDIX D S-918
1.9 Tandem Width (Reference UMLER Exhibit D, Code Z, Third Numeric)

The Tandem Width field indicates the nominal width of the chassis tandem, defined as the
extreme width spanned by the outside tires of an axle. (The Tandem Width is usually 96 in. or
102 in.) To encode the tandem width into the tag, use the following table:
Table D.3 Width and tandem width codes

Value Description
0 Not used/Other
1 96 in./2.5 m or less
2 More than 96 in./2.5 m but not more than 102 in./2.6 m
3 More than 102 in./2.6 m
The decimal value from the table is converted to its base 2 equivalent for encoding into the tag.
1.10 Forward Extension (Reference UMLER Section III, Line 4, Columns 77–78)
The Forward Extension field indicates the distance from the center of the kingpin forward to the
extreme front protrusion of the chassis, including any nose-mounted gooseneck, electrical box,
fixed glad hands, or other protrusion. To encode the Forward Extension into the tag, the metric
value from 30 cm to 154 cm must be reduced by decimal value 28, divided by two, and then con-
verted to the equivalent base 2 value. If a minimum binary value for this field is entered (i.e., 0), it
indicates a “does not apply” condition. If metric values are entered, only even centimeters may be
used. (This saves space on the tag.)
1.11 Kingpin Setting (Reference UMLER Section III, Line 4, Columns 46–47)
This is the distance from the center of the kingpin forward to the front of the chassis, but excluding
any protrusions such as a gooseneck or electrical box. To enter the value into the tag, follow the
same procedure as for Forward Extension, above. If metric values are entered, only even centime-
ters may be used.
1.12 Axle Spacing
This is the distance between the centers of the rear axles. To encode the tag, the value of 10 dm to
40 dm is reduced by 9 and then converted to the equivalent base 2 value. Use the minimum value
(binary 0) for unknown or not used.
1.13 Running Gear Location
This is the distance from the rear of the chassis to the point midway between the two axles. To
encode the tag, the value of 13 dm to 43 dm is reduced by 12 and then converted to the equivalent
base 2 value. If unknown or not used, use the minimum value (binary 0). If the chassis is a sliding
tandem, use the maximum value of 43 dm or 169 in. For beam sliders, use the distance of the run-
ning gear location in its normal position.
1.14 Number of Lengths
This field represents the number of different lengths in which the chassis can be configured. Use 0
for not used, and 7 for seven or more lengths. To encode the tag, the value of 0 to 7 should be con-
verted to its equivalent binary value.
1.15 Minimum Length
This field indicates the chassis minimum length. Indicate the actual, nonextended extreme length
of the chassis, not the nominal length of container that the chassis can handle. (The actual length
is needed in loading the chassis on flatcars.) The minimum length is measured while the chassis is
in its fully retracted state. If the chassis is a fixed length, then the minimum length simply equals
the chassis length. The length field is equivalent to the overall (outside) length of the chassis,
including forward protrusions but excluding dock bumpers.
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S-918 APPENDIX D
To encode the chassis length into the tag, the metric value from 0 to 2046 is divided by 2 and then
is converted to its equivalent base 2 value. If a minimum binary value for this field is entered (i.e.,
0), it indicates a “does not apply” condition. When centimeters are entered, only even values may
be used.
1.16 Maximum Length
The Maximum Length of the chassis is identified in this field if the user chooses not to use security
characters. If the user does not wish to use security or indicate the maximum length, then this
field shall be filled with binary zeros.
To insert Maximum Length, the chassis shall be measured in its fully extended state. In the case
of a fixed length chassis, the Maximum Length is equivalent to the chassis length. The Maximum
Length is equivalent to the overall (outside) length of the chassis, including forward protrusions
but excluding dock bumpers.
To encode the Maximum Length into the tag, the decimal measurement from 0 cm to 2046 cm
must first be converted to an even number. The subsequent steps shall then be used to encode the
data. (If inches are entered, the programmer hardware will perform the necessary conversion.)
1. Divide the number by 2.
2. Convert the resulting decimal number (D3D2D1D0) to a base 37 number (T1T0) as follows:
C = D3D2D1D0/37 (truncate to an integer result)

T1 = C+1
T0 = D3D2D1D0– (C × 37) (truncate to an integer result)
3. Use the following table to convert (T1T0) to two alpha-numeric symbols (A1A0):
A1A0 Character T1T0 Value A1A0 Character T1T0 Value
/(slash) 0 H 18
0 1 I 19
1 2 J 20
2 3 K 21
3 4 L 22
4 5 M 23
5 6 N 24
6 7 O 25
7 8 P 26
8 9 Q 27
9 10 R 28
A 11 S 29
B 12 T 30
C 13 U 31
D 14 V 32
E 15 W 33
F 16 X 34
G 17 Y 35
Z 36
4. Using the six-bit ASCII table presented in Appendix O, find the decimal values associated with
A1A0. Finally, these decimal values must then be converted to corresponding base 2 values.
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APPENDIX E S-918
APPENDIX E
TAG DATA FORMAT FOR THE END-OF-TRAIN DEVICE
(ALSO INCLUDES MARKER LIGHTS)
Fields specified by the standard are listed in Table E.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table E.1.
Table E.1 Data field descriptions for the EOT device tag
Entry Unit
EOT Number 20 26–45 0 999999 Numeric
EOT TypeCode 2 46–47 0 3 Type Code
Spare 41 49–59, Available for Owner's Use
64–93


Owner's Use
tion.
indicate further details. The Equipment Group code for an End-of-Train Device is decimal 6
(binary 00110).
1.2 Tag Type
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S-918 APPENDIX E
2 equivalent.
1.3 Equipment Initial (Reference UMLER Section V, Columns 3–6)
ded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
1.4 EOT Number
The EOT Number is encoded into the tag by converting the decimal value from 0 to 999999 to a
1.5 EOT Type
This field provides a generic description of the EOT device. The appropriate value from Table E.2
should be converted to base 2 and encoded into the tag.
Table E.2 Data values for EOT Type code

Decimal Value Description
0 EOT
1 EOT (alternate code use)
2 EOT (alternate code use)
3 Marker light (generally includes brake pressure gauge)—UMLER Code 95—NL/NLU
The Side Indicator code indicates whether the tag is installed on the left or right side of the EOT.
The left or right is determined in reference to a person standing behind and facing an EOT prop-
erly mounted on a train. The right side is assigned a binary value 1 and the left side is assigned a
binary value 0.
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APPENDIX F S-918
APPENDIX F
TAG DATA FORMAT FOR THE INTERMODAL CONTAINER
Fields specified by the standard are listed in Table F.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table F.1.
The procedures and definitions of how to measure the containers’ physical characteristics specified
in Table F.1 are documented in publications of the International Standards Organization.
Table F.1 Data field descriptions for the Container tag

Entry Unit
Identification Number 20 26–45 0 999999 Numeric
Check Digit 4 46–49 0 9 Numeric
Length 11 50–59,64 0 2000 Centimeters
[0 805 Inches]
Height 9 65–73 0 500 Centimeters
[0 392 Half Inches]
Width 7 74–80 200 300 Centimeters
[78 118 Inches]
Container Type Code 7 81–87 1 128 Type Code
Maximum Gross Weight 9 88–96 45 455 100 kg
[99 1004 100 lb]
Tare Weight 7 97–103 0 91 100 kg
[0 200 100 lb]
Spare 2 104–105 Reserved
Owner’s Use

* When the Owner's code is not the same as the Container Initial (Mark), use the Container Ini-
tial (Mark) in this field.
tags except those specified as rail (AAR standard) or marine intermodal (ISO standard) tags.
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S-918 APPENDIX F
tion.
indicate further details. The Equipment Group code for a container is decimal 10 (binary 01010).
1.2 Tag Type
2 equivalent.
1.3 Owner's Code/Container Mark (Reference UMLER Section III, Columns 3–6)
The Owner's Code/Container Mark is composed of four letters and can be represented as C1, C2,
C3, C4. To code this information in the tag, the possible letters represented by C1 will be assigned
to the following decimal values: A = 0, B = 1, C = 2, ...Z = 25. The letters C2, C3, and C4 will be
Owner’s Code of less than four characters, with the actual characters left justified, and the
remainder of the field padded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
The base 2 equivalent of the decimal number “Value” is stored in the tag's Owner’s Code field.
“Value” is the decimal equivalent of the base 2 value in the Owner’s Code field.
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
1.4 Identification Number
The Identification Number is encoded into the tag by converting the decimal value from 0 to
999999 to a binary value (a conversion from base 10 to base 2).
1.5 Check Digit
The Check Digit is used as a means of verifying the accuracy of the Owner's Code and Identifica-
tion Number. The Check Digit is calculated according to an algorithm specified in the Interna-
tional Standards Organization Document 6346:1984. The Check Digit is encoded into the tag by
converting the decimal value from 0 to 9 to its equivalent base 2 value.
1.6 Length (Reference UMLER Section III, Line 2, Columns 20–24)
To encode the Length into the tag, the metric value from 0 cm to 2000 cm must be converted to the
equivalent base 2 value. The Length is equal to the overall (outside) length of the container.
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APPENDIX F S-918
1.7 Height (Reference UMLER Section III, Line 2, Columns 33–36, and Exhibit D, Code
U, Third Numeric)
This field indicates the container height in centimeters or half inches. To encode the container
Height into the tag, the metric value from 0 cm to 500 cm must be converted to its equivalent base
2 value.
1.8 Width (Reference UMLER Section III, Line 2, Columns 25–28)
This field indicates the container width in centimeters. The Width is equivalent to the overall (out-
side) width of the container. To encode the Width into the tag, the metric value from 200 to 300 cm
is reduced by 200 and then converted to its equivalent base 2 value.
1.9 Container Type Code
The Container Type code is represented by the decimal values from 1 to 128 as defined in the
International Standards Organization document ISO 6346-1984 (E), Annex G. To encode the value
into the tag, the decimal value must be reduced by 1 and then converted to its equivalent base 2
value.
1.10 Maximum Gross Weight
The Maximum Gross Weight is measured in hundreds of kilograms or pounds. To encode the Max-
imum Gross Weight into the tag, the metric value from 45 to 455 kg must be reduced by 45 and
then converted to the equivalent base 2 value.
The Tare Weight field is indicated in hundreds of kilograms or pounds. To encode the tare weight
into the tag, the metric value from 0 to 9100 kg is converted to the equivalent base 2 value.
1.12 ANSI MH5.1.9-1990
The American National Standards Institute's American National Standard for Freight Contain-
ers—Automatic Identification ANSI MH5.1.9-1990 and International Standards Organization
Standard 10374 specify an automatic identification standard for containers. This AAR AEI Stan-
dard for containers is compatible with the ANSI standard and the ISO standard, except that this
AAR standard requires operability at only one of the frequency ranges that the ISO standard
requires.
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S-918 APPENDIX G
APPENDIX G
REFRIGERATOR VEHICLE DYNAMIC TAG DATA FORMAT
1.0 SCOPE
1.1 The following binary bit position assignments are for the output of the refrigerator dynamic
tag. The use of refrigerator vehicle dynamic tags is not mandatory, but if used, this format must be
followed.
1.2 This format applies to container and trailer refrigerators, as well as railcar refrigerator vehi-
cles. For railcars, the dynamic tag may not replace standard tags, (i.e., if a dynamic tag is used on
a refrigerator railcar, it must be in addition to the two required standard tags).
2.0 PLACEMENT OF TAGS
For railcars, the dynamic tag should be placed in the BR or AL corners, in a location and with a
polarization analogous to that specified for standard railcar tags (see paragraph 9.2). For contain-
ers and trailers, the tag should be located on the left side of the vehicle, in a location and with a
polarization analogous to that specified for standard tags for that equipment (see paragraph 9.4
and paragraph 9.6).
3.0 CONFIGURATION OF TAGS
The tag should be configured to report two frames of data.
3.1 Frame 1
3.1.1 Bits 0–4: Equipment Group Code
10 = Intermodal container
19 = Railcar
21 = Trailer
3.1.2 Bits 5–6: Tag Type
3 = Dynamic tag
3.1.3 Bits 7–25: Vehicle Initial (or Owner’s Code, if no initial) (A_-ZZZZ)
3.1.4 Bits 26–59, 64–71: Vehicle Number
(Bits 60–63 are check sums and frame markers)
3.1.5 Bit 72: Alarm Flag
Unit is equipped to report information in bits 73–81
0 = No [False] 1 = Yes [True]
Bit 73
0 = No major alarms present; informational data to be deflned
1 = Major alarm(s) present
3.1.6 Bits 74–81
Bit 74: Microprocessor fault
Bit 75: Sensor fault
Bit 76: High discharge pressure
Bit 77: Electrical control system (DC–microprocessor) shutdown
Bit 78: Low capacity shutdown (refrigerant)
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APPENDIX G S-918
Bit 79: Low engine oil pressure

Bit 80: High engine water temperature
Bit 81: Out of range product temperature
3.1.7 Bits 82–84: Refrigeration unit operating mode
0 = Unit is not equipped to 4 = Null (satisfied)
report this information
1 = Low capacity cool 5 = Defrost
2 = High capacity cool 6 = Power off
3 = Heat 7 = Alarm shutdown
3.1.8 Bit 85: Unit has undergone a recent defrost (defined as in the latest 45 minutes or
during the last data logging interval, whichever is longer)
Bit 86: Unit is equipped to report this information
3.1.9 Bits 87–89: Volume of fuel in tank (including carbon dioxide for cryogenic equip-
ment) (in 1/8s of capacity; software to convert to liters, gallons, pounds, etc.)
0 = Less than 1/8 full 4 = l/2 full
1 = 1/8 full 5 = 5/8 full
2 = 1/4 full 6 = 3/4 full
3 = 3/8 full 7 = 7/8 full or more
3.1.10 Bits 91–98: Return air temperature for mechanical unit vehicles; product tem-
perature for cryogenic vehicles. [–30 to +33.25, in 1/4 °C]
0 = Not equipped to report this information.
1 = Sensor fault
2 = –30 or less
3 = –29.75
...
255 = +33.25 or more
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S-918 APPENDIX G
3.1.11 Bit 99: All monitored doors are closed and all electronic seals are intact (vehicle
doors, vent doors, and refrigeration unit compartment doors)
3.1.12 Bits 101–103: Available for Owner's Use
3.1.13 Bit 104: Frame Number of the Dynamic Tag
0 = Frame 1 1 = Frame 2
3.1.14 Bit 105: Communication Status Indicator
0 = Communications fault 1 = Regular communication from a sensor to the tag is occurring/communication
status is OK
3.1.15 Bits 106–116: Reserved for security
3.1.16 Bit 117: Low Battery Indicator
0 = Battery is Low 1 = Battery is OK
3.1.17 Bits 118–123: Data Format Code
36 (binary 100100) = Refrigerator or locomotive dynamic tag that is not used for identification purposes (i.e., it is a third
tag on a rail vehicle or a second tag on other equipment)
37 (binary 100101) = Refrigerator or locomotive dynamic tag that is used for identification purposes (i.e., it substitutes
for a standard tag)
3.2 Frame 2
3.2.1 Bits 128–132: Equipment Group Code (same as bits 0–4)
3.2.2 Bits 133–134: Tag Type (same as bits 5–6)
3.2.3 Bits 135–153: Vehicle Initial (or Owner's Code, if no initial) (same as bits 7–25)
3.2.4 Bits 154–187, 192–199: Vehicle Number (same as bits 26–59, 64–71)
3.2.5 Bits 200–207: Evaporator discharge air temperature [–30 to +33.25, in 1/4 °C]
0 = Not equipped to report this information
1 = Sensor fault
2 = –30 or less
3 = –29.75
...
255 = +33.25 or more
3.2.6 Bits 208–215: Set Temperature [–30 to +33.25, in 1/4 °C]
1 = Sensor fault
2 = –30 or less
3 = –29.75
...
255 = +33.25 or more
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APPENDIX G S-918
3.2.7 Bit 216: Primary electrical power is available to the unit

3.2.8 Bits 218–219: Supplemental alarms (for use in case Frame 1 is not read)
0 = No alarm 2 = Unit operating, but load in danger
1 = Warning, but load not in 3 = Unit not operating
danger
3.2.9 Bits 220–221: Suction pressure
1 = Sensor fault
2 = Negative suction pressure (vacuum)
3 = Positive suction pressure
Bits 222–226
Values for Bits 220–221 = 2: Values for Bits 220–221 = 3:
(Negative Suction Pressure) (Positive Suction Pressure)
in. Hg mm Hg psig Bar
0 = 0.00 0.00 0 = 0.00 0.00
1 = –0.65 –16.39 1 = 3.87 0.27
... ...
30 = –19.35 –491.61 30 = 116.13 8.01
31 = –20.00 –508.00 31 = 120.00 8.27
3.2.10 Bits 227–231: Available for owner's use
status is OK
3.2.13 Bits 234–245: Reserved for Security
0 = Battery is low 1 = Battery is OK
for a standard tag)
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S-918 APPENDIX H
APPENDIX H
LOCOMOTIVE DYNAMIC TAG DATA FORMAT
1.0 SCOPE
1.1 The following binary bit position assignments are for the output of the locomotive dynamic
tag. Use of locomotive dynamic tags is voluntary. If dynamic tags are used on locomotives, this for-
mat is mandatory.
1.2 When a dynamic tag is used on a locomotive, it should substitute for one standard tag, so that
all locomotives have two tags.
2.0 FRAME CONFIGURATION VS. SPEED
2.1 The tag should be configured to report two frames of data when the locomotive is operating
below 40 mph and to report only the first frame of data when the locomotive is operating above 40
mph.
2.2 Data that could optionally be included in the second frame or alarm fields include train han-
dling impacts, oil level and pressure, sand level, wheel slips, flange lubricator status, alerter cut
out, and engine emissions or smoke opacity.
3.0 FIELD CONFIGURATION OF TAGS
3.1 Frame 1
Bits 0–67 are for the same fields as on standard locomotive tags (refer to Appendix B). This
arrangement enables users to substitute a dynamic tag for one standard tag (i.e., use two tags
total per locomotive versus three).
3.1.1 Bits 0–4: Equipment Group Code
3.1.2 Bits 5–6: Tag Type
3 = Dynamic Tag
3.1.3 Bits 7–25: Locomotive Initial (A_–ZZZZ)
3.1.4 Bits 26–45: Locomotive Number (0–999999)
3.1.5 Bit 46: Side Indicator Code
3.1.6 Bits 47–55: Length
3.1.7 Bits 56–59, 64: Number of Axles
3.1.8 Bits 65–67: Bearing Type Code
3.1.9 Bits 68–71: Alarm Codes
0 =
No alarms 6 = Dynamic brake warning
1 =
Traction motor overspeed 7 = Penalty brake
2 =
Brake pressure at last car less than 45 psi 8 = Ground relay
3 =
Brake pressure in main reservoir less than 9 = High horsepower setting
brake pipe pressure or (emergency
reservoir pressure + 15 psi)
4 = PCS open 10–14 = Reserved
5 = Wheel slip 15 = Multiple alarms
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APPENDIX H S-918
3.1.10 Bits 72–77: Volume of fuel in tank

0–25,200 liters, in 400-liter increments (software to convert to gallons)
3.1.11 Bits 78–91: Cumulative kilowatt hours
0–1,638,300 kw-hrs, in 100 kw-hr units
3.1.12 Bit 92: The locomotive is capable of producing rated horsepower (definition as
determined by owner)
0 = No 1 = Yes
Bit 93: Locomotive is equipped to report this information
0 = No 1 = Yes
3.1.13 Bit 94: A traction motor is cut out
0 = No 1 = Yes
0 = No 1 = Yes
3.1.14 Bit 96: Dynamic brake is cut out due to operating restriction
0 = No 1 = Yes
0 = No 1 = Yes
3.1.15 Bit 98: Dynamic brake is mechanically operational
0 = No 1 = Yes
0 = No 1 = Yes
3.1.16 Bit 100: Locomotive engine is running
0 = No 1 = Yes
0 = No 1 = Yes
3.1.17 Bit 102: Locomotive is isolated
0 = No 1 = Yes
0 = No 1 = Yes
status is OK
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S-918 APPENDIX H
3.1.20 Bits 108–111: Cumulative count of how many times engine temperature switch
(ETS switch) has tripped (cooling water temperature has been above 102 °C; rolls back
to zero after maximum count is reached)
0 = Not equipped 8 = 7 times
1 = 0 times 9 = 8 times
2 = 1 time 10 = 9 times
7 = 6 times 15 = 14 times or more
(Bits 106, 107, 112, 113 are reserved for security)
3.1.21 Bit 114: Cooling water level is low
0 = No 1 = Yes
0 = No 1 = Yes
3.1.22 Bit 116: Reserved for future definition by the AAR
for a standard tag)
3.2 Frame 2
The second frame is available for owner’s optional use, except for several fields that must be uni-
formly defined to maintain system integrity. These are as follows:
3.2.1 Bits 128–132: Equipment Group Code (same as bits 0–4)
3.2.2 Bits 133–134: Tag Type (Dynamic Tag = 3) (same as bits 5–6)
3.2.3 Bits 135–153: Locomotive Initial (same as bits 7–25)
3.2.4 Bits 154–173: Locomotive Number (same as bits 26–45)
3.2.5 Bit 174: Side Indicator (same as bit 46)
status is OK
3.2.8 Bits 234–245: Reserved for Security
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APPENDIX H S-918

for a standard tag)
(Bits 252–255 are check sums and frame markers.)
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S-918 APPENDIX I
APPENDIX I
RAILCAR COVER TAG DATA FORMAT
1.0 SCOPE
1.1 The following binary bit position assignments are for tags for railcar covers, roofs, and hoods.
The use of the tags on this equipment is not mandatory, but if used, this format must be followed.
1.2 Bits 0–45 are the same fields as on ordinary railcar tags (refer to Appendix A):
2.0 FIELD CONFIGURATION OF TAGS
2.1 Bits 0–4: Equipment Group Code
1 = Railcar cover
2.2 Bits 5–6: Tag Type
2 = Standard Tags
2.3 Bits 7–25: Equipment Initial (A_–ZZZZ)
2.4 Bits 26–45: Equipment Number (0–999999)
2.5 Bit 46: Side Indicator Code
0 = Tag 0 1 = Tag 1
2.6 Bits 47–53: Length
(30–157 dm {10–52 ft})
To encode the length into the tag, the metric value from 30 to 157 dm must be reduced by dec-
imal 30, then converted to the equivalent base 2 value. 30 dm also shall apply to all lengths
less than 30 dm, and 157 dm also shall apply to all lengths more than 157 dm.
2.7 Bits 54–57: Cover Type
0 = 1 piece fiberglass 7 = First on–fiberglass–high profile
1 = 1 piece steel 8 = First off–fiberglass–high profile
2 = High-profile steel 9 = First on–steel
3 = First on–fiberglass–internal rib 10 = First off–steel
4 = First off–fiberglass–internal rib 11–13 = Reserved for future definition by AAR
5 = First on–fiberglass–external rib 14 = Horizontally tagged cover
6 = First off–fiberglass–external rib 15 = Other
2.8 Bits 58–59, 64–67: Date built or rebuilt (optional)
0 = Not used 9 = 1979 18 = 1988
1 = 1971 or earlier 10 = 1980 19 = 1989
2 = 1972 11 = 1981 20 = 1990
3 = 1973 12 = 1982 21 = 1991
4 = 1974 13 = 1983 22 = 1992
5 = 1975 14 = 1984 23 = 1993
6 = 1976 15 = 1985 24 = 1994
7 = 1977 16 = 1986 63 = etc. to 2033
8 = 1978 17 = 1987
2.9 Bit 68: Insulation
0 = Not insulated 1 = Insulated
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APPENDIX I S-918
2.10 Bits 69–71: Fitting Code/Lifting Bracket

0 = C hooks
1 = Clamp device
2 = Electric coil grab
3 = Mechanical coil grab
4 = Multiple capability–electric, mechanical, and C hooks
5–6 = Reserved for future definition by AAR
7 = Other
2.11 Bits 72–90: Initial of associated railcar (optional) (A –ZZZZ).
2.12 Bits 91–105, 108–111, 114: Number of associated railcar (0–999999), or security
(optional)
2.13 Bits 106–107, 112–113, 115–117: Security (optional)
If bits 108–111 are used as part of the railcar number, the following restriction applies:
If... Then...
...bits 108–111 equal binary 0000, ...bits 106–l07 must be binary 00.
...bits 108–111 do not equal binary 0000, ...bits 106–107 must be binary 10.
If bit 114 is used as part of the railcar number, the following restriction applies:
If... Then...
...bit 114 equals binary 0, ...bits 112–113 must be binary 00.
...bits 114 does not equal binary 0, ...bits 112–113 must be binary 10.
2.14 Bits 118–123: Data Format Code
51 (binary 110011) = standard tags, including railcar cover tags
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S-918 APPENDIX J
APPENDIX J
PASSIVE ALARM TAG DATA FORMAT (TYPE I)
1.0 GENERAL
1.1 The following binary bit position assignments are for the output of the passive alarm tag. The
use of this tag is not mandatory, but if used, this format must be followed.
1.2 This format applies to container and trailers, as well as railcars. For railcars, this tag may not
replace standard tags, i.e., if a passive alarm tag is used on a railcar, it must be in addition to the
two required standard tags.
1.3 For railcars, the passive alarm tag should be placed in the BR or AL corners, in a location and
with a polarization analogous to that specified for standard railcar tags (see paragraph 9.2). For
containers and trailers, the tag should be located on the left side of the vehicle, in a location and
with a polarization analogous to that specified for standard tags for that equipment (see
paragraph 9.4 and paragraph 9.6). However, these locations cannot be utilized if they are already
being utilized for other tags, such as dynamic tags. For guidance in locating tags in this situation,
contact the Director—Freight Car Construction.
1.4 Tags used in this application are not required to meet the approval requirements of
paragraph 10.0 or S-060, Application for Component Approval Procedures. They also are not
required to meet the tag requirements specified in the Recommended Test Protocol referenced in
paragraph 2.2.1.
Fields specified by the standard are listed in Table J.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table J.1.
The Type I Passive Alarm is a read-only tag that features an interface to on-board equipment. This
interface will disable the tag (prevent it from being read by a reader) if there is no alarm and acti-
vate the tag (allow it to be read by a reader) if there is an alarm condition. Data encoded into the
tag cannot be modified by external on-board equipment. The tag may, however, be modified by a
tag programmer during normal programming operations.
Table J.1 Data field descriptions for the Type I Passive Alarm tag
Entry Unit
Equiment Number 20 26–45 0 999999 Numeric
Length 12 94–96, 0 4095 Decimeters
47–55* [0 1331 Feet]


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APPENDIX J S-918
Table J.1 Data field descriptions for the Type I Passive Alarm tag (continued)
Entry Unit
Alarm Codes 12 72–83 0 4095 Alarm Code
97–105

Owner's Use
tags except those specified as rail (AAR standard) or marine intermodal (ISO standard) tags.
to determine the configuration, capabilities, and memory capacity of the tag. The Passive Alarm
Tag uses Tag Type code 2. Next, the data processor will examine the Equipment Group code to
determine if the tagged equipment is relevant.
tion.
This format uses decimal 28 (Passive Alarm Tag) in its Equipment Group code.
2.2 Tag Type
describes this tag.
2 equivalent.
2.3 Equipment Initial
ded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
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S-918 APPENDIX J
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
2.4 Equipment Number
The Equipment Number is encoded into the tag by converting the decimal value from 0 to 999999
The Side Indicator code indicates whether the tag is installed on the left or right side of the equip-
ment. For railcars, the right or left side is in reference to a person facing the car from the hand-
brake end (B end) of the car (see diagram, Exhibit A). The right side of the equipment is assigned
a binary value 1 and the left side is assigned a binary value 0.
2.6 Length
value.
2.7 Number of Axles
This field indicates the number of rail axles on the equipment. To encode the Number of Axles into
the tag, the decimal value from 1 to 32 is reduced by 1 and converted to base 2.
2.8 Bearing Type Code
to the equivalent base 2 value. Table J.2 presents a description of each Bearing Type code value.
Table J.2 Data values for the Bearing Type code

Value Description
0 Plain bearings
3 Roller bearings, 3-axle truck, 1 axle obstructed ("buckeye design")
6–7 Reserved
2.9 Platform Identifier Code
Table J.3 presents the values assigned to each Platform Identifier code. Nonarticulated or single
the value 0. For multi-unit cars, “B” is assigned to the platform stenciled “B” and “A” is assigned to
encode the Platform Identifier code into the tag, the decimal value from 0 to 15 must be converted
to its equivalent base 2 value.
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Table J.3 Data values for the Platform Identifier code

Value Description
1 “A” platform
2 “B” platform
3 “C” platform
4 “D” platform
5 “E” platform
6 “F” platform
7 “G” platform
8 “H” platform
9 “I” platform
10 “J” platform
11 “K” platform
12 “L” platform
13 “M” platform
14 “N” platform
15 “O” platform—also applies for platforms beyond the 15th
2.10 Alarm Code
To encode the Alarm code into the tag, the decimal value 0 through 4095 must be converted to the
equivalent base 2 value. Table J.4 presents a description of each assigned Alarm code value.
Table J.4 Data values for the Alarm code

Value Description
0 No alarm
1 Draft gear cushioning unit low pressure—A end
2 Draft gear cushioning unit low pressure—B end
3 Door open
4 Draft gear cushioning unit defective—A end
5 Draft gear cushioning unit defective—B end
6 Temperature out of range
7 Loss of power to any feeder
8–4095 Reserved
2.11 Spare
This field can optionally be used for any purpose by the owner.
2.12 Data Format Code
101001 Passive alarm tag that is not used for identification purposes (i.e., it is a third tag on a rail vehicle or a
second tag on other equipment).
101011 Passive alarm tag that is used for identification purposes (i.e., it sustitutes for a standard tag) on a trailer,
container, generator set, nitrogen clip, or separable refrigeration unit.
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S-918 APPENDIX K
APPENDIX K
IMPACT RECORDER DYNAMIC TAG DATA FORMAT (TYPE I)
1.0 GENERAL
1.1 The following binary bit position assignments are for the output of the Type I impact recorder
dynamic tag. The use of impact recorder dynamic tags is not mandatory, but if Type I impact
recorder dynamic tags are used, this format must be followed.
1.2 This format applies to container and trailers, as well as railcars. For railcars, the dynamic tag
may not replace standard tags, i.e., if a dynamic tag is used on a railcar, it must be in addition to
the two required standard tags.
1.3 For railcars, the dynamic tag should be placed in the BR or AL corners, in a location and with
a polarization analogous to that specified for standard railcar tags (see paragraph 9.2). For con-
tainers and trailers, the tag should be located on the left side of the vehicle, in a location and with
a polarization analogous to that specified for standard tags for that equipment (see paragraph 9.4
and paragraph 9.6). However, these locations cannot be utilized if they are already being utilized
for other tags, such as passive alarm tags. For guidance in locating tags in this situation, contact
the Director—Freight Car Construction.
Fields specified by the standard are listed in Table K.1. General Use fields are indicated in bold
type. A description of each General Use field is presented in the paragraphs following Table K.1.
The Type I Dynamic Tag for Impact Recorders is a read-only tag that features an interface to
on-board equipment. Data can be sent from the on-board equipment to the tag, and the tag will
retain this information until the on-board equipment replaces the data with new information. The
retained data can be communicated to readers when the tag is properly presented.
2.1 Frame 1
Table K.1 Data field descriptions for the type I dynamic tag for impact recorders
Entry Unit
Analog Measurement 8 47–54 0 255 Code
Longitudinal Impact g 7 55–59, 0 127 .1G
Force Measurement 64–65

Vertical Impact Alarm 2 66–67 0 3 Alarm Code

Digital Alarm Codes 4 72–75 0 15 Alarm Code
Analog Port 3 76–78 0 7 Port Code
Temperature Alarm 1 79 0 1 Alarm Code
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APPENDIX K S-918
Table K.1 Data field descriptions for the type I dynamic tag for impact recorders (continued)
Entry Unit
Longitudinal Impact Delta 7 80–86 0 127 .1 mph
V Measurement
Time and Date of 17 87–93 0 131072 5 minutes
Longitudinal Impact 97–103,
114–116
Lateral Impact Alarm 2 94–95 0 3 Alarm Code
Recorder Low Battery 1 96 0 1 Indicator Code
Indicator
Frame Number 1 104 0 1 Number Code

Communication Status 1 105 0 1 Status Code
Tag Security 4 106–107 Security

112–113
Longitudinal Impact 4 108–111 0 15 Numeric
Counter
Tag Low Battery Indicator 1 117 0 1 Indicator Code
2.2 Frame 2
The second frame is available for optional owner’s use, except for several fields that must be uni-
formly defined to maintain system integrity. These are listed below.
Table K.2 Data field descriptions for optional second frame

Entry Unit

192–231

Frame Number 1 232 0 1 Number Code

Communication Status 1 233 0 1 Status Code
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S-918 APPENDIX K
Table K.2 Data field descriptions for optional second frame (continued)
Entry Unit
Security or 12 234–244 Security or Battery Indicator
Tag Low Battery Indicator 1 245 0 1 Indicator Code

tion.
2.2.1 Equipment Group Code
Refer to paragraph 7.3.3 for the table of these codes.
2.2.2 Tag Type
2.2.2.1 The Tag Type indicates the configuration, capability, and memory size of the tag. Tag
Type = 3 indicates a dynamic tag.
2.2.2.2 To code the Tag Type value into the tag, the decimal value is reduced by 1 and converted
to its base 2 equivalent.
2.2.3 Equipment Initial
ded with blanks.
2.2.3.1 Determine the numeric equivalent of characters C1 through C4. This will result in four
2.2.3.2 Convert N1 through N4 into one numeric value by using the following formula:
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
2. N2 = (Value – (N1 × 273))/272 (integer)
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4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
2.2.4 Equipment Number
2.2.5 Side Indicator Code
2.2.6 Analog Measurement
This field (Bits 47–54) reflects the reading of the analog port being related in the Analog Port field,
Bits 76–78. The encoding of the analog value is determined by the sensor that is connected to the
analog port.
2.2.7 Longitudinal Impact g Force Measurement
The Longitudinal Impact g Force Measurement field reports the acceleration experienced by the
longitudinal axis for a particular impact. It is expressed in 0.1-g increments with a maximum of
12.7 Gs. To encode this field, the decimal value from 0 to 12.7 Gs must be multiplied by 10.
2.2.8 Vertical Impact Alarms
2.2.8.1 The vertical axis has two bits (Bits 66–67) for impact alarm information. The definition of
these bits is as follows:
Table K.3 Data values for the Vertical Impact Alarm code
Bits
66 67 Definition
0 0 No alarm condition
0 1 Vertical/lateral impact exceeded threshold 1
2.2.8.2 The thresholds for vertical impacts listed above can be set in the configuration of the
impact recorder. Threshold 1 shall correspond to the threshold that can be set in the configuration
in which impact recording takes place. Threshold 2 shall be greater than or equal to threshold 1;
threshold 3 shall be greater than or equal to threshold 2. No impact counters or time and date of
measurement shall be associated with the vertical impacts.
2.2.9 Platform Identifier Code
Table K.4 presents the values assigned to each platform identifier code. Nonarticulated or single
the value 0. For multi-unit cars, “B” is assigned to the platform stenciled “B” and “A” is assigned to
encode the Platform Identifier code into the tag, the decimal value from 0 to 15 must be con-
verted to its equivalent base 2 value.
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S-918 APPENDIX K
Table K.4 Data values for the Platform Identifier code

Value Description
1 “A” platform
2 “B” platform
3 “C” platform
4 “D” platform
5 “E” platform
6 “F” platform
7 “G” platform
8 “H” platform
9 “I” platform
10 “J” platform
11 “K” platform
12 “L” platform
13 “M” platform
14 “N” platform
2.2.10 Digital Alarm Codes
Each digital alarm has a bit (bits 72–75) associated with it. If no digital alarm is detected, the bit
equals 0, and if a digital alarm has occurred, the bit equals 1. The bits are associated as follows:
Table K.5 Data values for the Digital Alarm code

Bit Description
72 Digital input alarm 1
2.2.11 Analog Port
2.2.11.1 This field (bits 76–78) indicates the analog port that received a measurement greater or
less than the preset threshold that is currently reported in the Analog Measurement field. The
meaning of a value stored in this field is as follows:
Table K.6 Data values for the Analog Port

Value Description
0 No alarm condition present
1 Analog Port 1
2 Analog Port 2
3 Analog Port 3
4 Analog Port 4
5 Analog Port 5 (temperature sensor)
6 Reserved
7 Reserved
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APPENDIX K S-918
2.2.11.2 The priorities of the analog ports shall remain the same in that the highest priority is
assigned to the lowest port value. Any analog port may be designated “critical,” which will give it
the ability to override the priority hierarchy.
2.2.12 Temperature Alarm
This field (bit 79) indicates if the temperature sensor (Analog Port 5) has exceeded a threshold. A
value of 1 indicates a threshold has been exceeded.
2.2.13 Longitudinal Impact Delta V Measurement
Upon a longitudinal impact event, the Longitudinal Impact Delta V Measurement field (bits
80–86) expresses the change of velocity experienced by the impact recorder. This value shall be
expressed in 0.1-mph increments with a maximum of 12.7 mph. To encode this field, the decimal
value from 0 to 12.7 mph must be multiplied by 10.
2.2.14 Time and Date of Longitudinal Impact
This field contains the time and date that the sensor received a measurement that was above the
preset threshold value. The time and date is for the current measurement contained in the Longi-
tudinal Impact Delta V or the g Force Measurement fields, as determined by the user. The time
and date is in increments of 5 minutes from the beginning of the year (Greenwich Mean Time).
2.2.15 Lateral Impact Alarms
2.2.15.1 The lateral axis has two bits (bits 94–95) for impact alarm information. The definition of
these bits is as follows:
Table K.7 Data values for the Lateral Impact Alarm code
Bits
94 95 Definition
0 0 No alarm condition
2.2.15.2 The thresholds for lateral impacts listed above can be set in the configuration of the
impact recorder. Threshold 1 shall correspond to the threshold that can be set in the configuration
in which impact recording takes place. Threshold 2 shall be greater than or equal to threshold 1;
threshold 3 shall be greater than or equal to threshold 2. No impact counters or time and date of
measurement shall be associated with the lateral impacts.
2.2.16 Recorder Low Battery Indicator
If this bit (bit 96) equals 1, a low battery condition exists on the impact recorder.
2.2.17 Frame Number of the Dynamic Tag
This field reports the message frame number. Frame 1 has a numeric value of 0, and Frame 2 has
a numeric frame number of 1.
2.2.18 Communication Status
This field reports the status of the communications with the sensing device connected to the
dynamic tag. If there is a communications fault, this field contains a numeric 0. If the communica-
tions are in order, this field contains a numeric 1.
2.2.19 Longitudinal Impact Counter
Upon the occurrence of any impact that exceeds the threshold for the longitudinal axis, this
counter field (bits 108–111) is incremented. When the field reaches its maximum at 15, it shall
wrap and begin at 0 upon the next impact.
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2.2.20 Tag Low Battery Indicator

This field reports the status of the battery in the batter-powered dynamic tag. If the battery is low,
this field contains a numeric 0. If the battery is okay, this field contains a numeric 1. This field
shall also contain a numeric 1 for tags that do not use batteries.
2.2.21 Data Format Code
101001 Dynamic tag for impact recorders that is not used for identification purposes (i.e., it is a third tag on a rail
vehicle or a second tag on other equipment).
3.0 SUPPLEMENTARY SPECIFICATIONS
The following specifications pertaining to tag operation are recommended for use as a common
standard but are not required at this time. These guidelines for the interface of the tag with the
impact recorder are based on the recommendations of the AAR Damage Prevention and Freight
Claim Working Committee.
3.1 Tag Update with RF Detected Timer
3.1.1 The Tag Update with RF Detected timer shall pertain to the Longitudinal Impact g Force
Measurement, Longitudinal Impact Delta V Measurement, Vertical Impact Alarm, Lateral Impact
Alarm, and Analog Measurement/Analog Port fields. When one of these fields has been written,
the values may be overwritten by either of the following:
3.1.1.1 An event of higher priority occurs:
In the case of a longitudinal impact. . . . . . . . . . . . . . . . . if it has a greater Delta V measurement.
In the case of Lateral and Vertical Impact Alarms . . . . . . if it has a higher threshold impact occurrence.
In the case of an Analog Measurement/Analog Port. . . . if it is a port of a higher priority as listed above in the
Analog Port field.
3.1.1.2 Upon the occurrence of a lower priority longitudinal impact or analog event, and RF has
been detected by the dynamic tag, and the Tag Update with RF Detected Timer has expired. (The
timer is started when the field is written.) It will be assumed that the dynamic tag was read by a
wayside reader if RF was detected by the dynamic tag.
3.1.2 Upon expiration of the Tag Update with RF Detected Timer, the Vertical and Lateral
Impact and Temperature Alarm fields are cleared if RF has been detected.
3.2 Tag Update without RF Detected Timer
The Tag Update without RF Detected Timer shall pertain to the Longitudinal Impact and Analog
Measurement fields. The operation of this timer shall be the same as the Tag Update with RF
Detected Timer, except the fields shall be capable of being updated by a lower priority event with-
out RF being detected by the dynamic tag. Upon expiration of the Tag Update without RF Detected
Timer, the Vertical and Lateral impact and Temperature Alarm fields are cleared.
3.3 Tag Clear Timer
The Tag Clear Timer shall pertain to all event fields, including Longitudinal, Vertical, and Lateral
Impacts, analog events, and digital events. If the dynamic tag has not been written or updated for
the amount of time specified by this timer, all fields shall be cleared to the inactive state.
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APPENDIX L S-918
APPENDIX L
GENERATOR SET TAG DATA FORMAT
1.0 DATA FIELD DESCRIPTIONS FOR THE GENERATOR SET TAG
Fields specified by the standard are listed in Table L.1. User fields are indicated in bold type. A
description of each user field is presented in the paragraphs following Table L.1.
Table L.1 Data field descriptions for the Generator Set tag
Entry Unit
Genset Number 32 26–57 0 ZZZZZZ Alpha/Numeric
Reserved 2 58–59 Reserved for Future Use

Framing Bits 2 62–63
Mounting Code 3 64–66 0 7 Code

Tare Weight 6 67–72 0 63 100 kg
Fuel Capacity 4 73–76 0 15 Code
Voltage 3 77–79 0 7 Code
Spare 10 80–89 Available for Owner’s Use
Reserved 16 90–105 Reserved for Future Use

Security 12 106–117 See Security Table

* When the Owner's code is not the same as the Genset Initial (Mark), use the Genset Initial
(Mark) in this field.
tion.
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S-918 APPENDIX L
indicate further details. The Equipment Group code for a generator set is decimal 8 (binary
01000).
1.2 Tag Type
2 equivalent.
1.3 Owner's Code/Genset Mark
The Owner’s Code/Trailer Mark is composed of four letters and can be represented as C1, C2, C3,
C4. To code this information in the tag, the possible letters represented by C1 will be assigned to
the following decimal values: A = 0, B = 1, C = 2, ...Z = 25. The letters C2, C3, and C4 will be
Owner’s code of less than four characters, with the actual characters left justified and the remain-
der of the field padded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
The base 2 equivalent of the decimal number “Value” is stored in the tag's Owner’s code field.
“Value” is the decimal equivalent of the base 2 value in the Owner’s code field.
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
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APPENDIX L S-918
1.4 Genset Number
Identification Character Numeric Value

Identification Character Numeric Value
-(space) 0 H 18
0 1 I 19
1 2 J 20
2 3 K 21
3 4 L 22
4 5 M 23
5 6 N 24
6 7 O 25
7 8 P 26
8 9 Q 27
9 10 R 28
A 11 S 29
B 12 T 30
C 13 U 31
D 14 V 32
E 15 W 33
F 16 X 34
G 17 Y 35
Z 36
The value associated with each character position will then form a base 37 number which is 6 dig-
its long. The 6-digit number is encoded into the tag by converting it to its base 2 equivalent.
1.5 Mounting Code
This code describes how the genset is attached to a container or chassis. Following are the code
assignments:
Table L.2 Data values for the Mounting code

Value Description
0 Not used/other
1 Underslung
2 “Clip on” (nose mount)
3 Nitrogen clip
4–7 Reserved for future use
1.6 Tare Weight
The Tare Weight field is indicated in hundreds of kilograms or pounds. To encode the tare weight
into the tag, the metric value from 0 to 6,300 kilograms is converted to the equivalent base 2 value.
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S-918 APPENDIX L
1.7 Fuel Capacity

This code specifies the fuel capacity of the genset in 40-L increments as follows:
Table L.3 Data values for the Fuel Capacity code

Value Description
0 Not used
1 150 L or less
2 151–190 L
3 191–230 L
4 231–270 L
5 271–310 L
6 311–350 L
7 351–390 L
8 391–430 L
9 431–470 L
10 471–510 L
11 511–550 L
12 551–590 L
13 591–630 L
14 631–670 L
15 More than 670 L
1.8 Voltage
This code specifies the voltage of the genset as follows:
Table L.4 Data values for the Voltage code

Value Description
0 Not used/other
1 230 V
2 460 V
3–7 Reserved
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APPENDIX M S-918
APPENDIX M
TAG DATA FORMAT FOR RAIL-COMPATIBLE MULTI-MODAL EQUIPMENT
(INCLUDES ROADRAILER-TYPE EQUIPMENT AND BI-MODAL MAINTENANCE-OF-WAY
EQUIPMENT)
1.0 DATA FIELD DESCRIPTIONS FOR THE RAIL COMPATIBLE MULTI-MODAL TAG
Fields specified by the standard are listed in Table M.1. User fields are indicated in bold type. A
description of each user field is presented in the paragraphs following Table M.1.
Table M.1 Data field descriptions for the Rail Compatible Multi-Modal tag
Entry Unit
Length 12 94–96,* 0 4095 Decimeters
47–55 [0 1343 Feet]
Number of Rail Axles 5 56–59, 64 1 32 Axles


Reserved 9 97–105
Owner's Use
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S-918 APPENDIX M
Table M.1.1 Data field descriptions for the Steel Wheel Railsets for Carless Technology (bogies) tag
Entry Unit
47–55 [1 1 Feet]


Reserved 9 97–105
Owner's Use
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APPENDIX M S-918
Table M.2 Data field descriptions for the Coupler-Mate tag

Entry Unit
47–55 [6 6 Feet]


Reserved 9 97–105
Owner's Use
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S-918 APPENDIX M
Table M.3 Data field descriptions for the Steel Wheel Railsets for Carless Technology (bogies) tag
Entry Unit
47–55 [0 1343 Feet]


Reserved 9 97–105
Owner's Use
tion.
indicate farther details. The Equipment Group code for Rail-Compatible Multi-Modal equipment is
decimal 24 (binary 11000).
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APPENDIX M S-918
1.2 Tag Type

2 equivalent.
1.3 Equipment Initial
ded with blanks.
Value = (N1 × 273) + (N2 × 272) + (N3 × 27) + N4
2. N2 = (Value – (N1 × 273))/272 (integer)
4. N4 = Value – ((N1 × 273) + (N2 × 272) + (N3 × 27))
1.4 Equipment Number
1.6 Length
value. 4095 dm shall also apply to all lengths more than 4095 dm.
1.7 Number of Rail Axles
This field indicates the number of rail axles on a vehicle. To encode the Number of Axles into the
tag, the decimal value from 1 to 32 is reduced by 1 and converted to base 2. However, for vehicles
with more than 32 axles or with no rail axles (e.g., RoadRailer Mark IV), use the decimal value 32,
reduce by 1, and convert to base 2. Thus, when reading this field, “32 axles” would mean either no
rail axles or 32 or more rail axles.
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S-918 APPENDIX M
1.8 Bearing Type Code

To encode the (rail) Bearing Type code into the tag, the decimal value of 0 through 7 must be con-
verted to the equivalent base 2 value. Table M.4 presents a description of each Bearing Type code
value.
Table M.4 Data values for the Bearing Type code

Value Description
0 Plain bearings
3 Roller bearings, 3-axle truck, 1 axle obstructed ("buckeye design")
6 Reserved
7 No rail axle or bearings
1.9 Platform Identifier Code
Table M.5 presents the values assigned to each platform identifier code. All equipment except artic-
ulated railcars shall be assigned the value 0. For multi-unit cars, “B” is assigned to the platform
stenciled “B” and “A” is assigned to the extreme opposite platform. Platforms adjacent to the “B”
platform are assigned “C,” “D,” “E,” etc., in a sequential manner for consecutive platforms moving
away from the “B” platform. To encode the Platform Identifier code into the tag, the decimal value
from 0 to 15 must be converted to its equivalent base 2 value.
Table M.5 Data values for the Platform Identifier code

Value Description
0 All equipment except articulated railcars (includes single platform cars)
1 “A” platform
2 “B” platform
3 “C” platform
4 “D” platform
5 “E” platform
6 “F” platform
7 “G” platform
8 “H” platform
9 “I” platform
10 “J” platform
11 “K” platform
12 “L” platform
13 “M” platform
14 “N” platform
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APPENDIX M S-918
1.10 Type Detail Code

the equivalent base 2 value. Table M.6 lists each Type Detail code value. The decimal value 0 rep-
resents no Type code provided.
Table M.6 Data values for the Type Detail code

Value Description
0 Data not provided
1 Adapter car (stand-alone vehicle to connect roadrailer to conventional equipment)
2 Transition rail truck (e.g., coupler mate—rail truck used to connect roadrailer to conventional equipment)
3 Rail truck (bogie)
4 Rail compatible trailer, with integral rail wheels (e.g., Roadrailer Mark IV)
5 Rail compatible trailer, without integral rail wheels (e.g., Roadrailer Mark V)
6 Bi-modal maintenance-of-way equipment
7–9 Reserved
10 Iron highway platform unit
11 Iron highway power unit
12–63 Reserved
1.11 Spare
This field can be encoded for any use by the owner.
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S-918 APPENDIX N
APPENDIX N
SEVEN-BIT ASCII TABLE
ASCII ASCII ASCII
Character or Character or Character or
Control Decimal Value Control Decimal Value Control Decimal Value
NUL 0 + 43 V 86
SOH 1 , 44 W 87
STX 2 - 45 X 88
ETX 3 . 46 Y 89
EOT 4 / 47 Z 90
ENQ 5 0 48 [ 91
ACK 6 1 49 \ 92
BEL 7 2 50 ] 93
BS 8 3 51 ^(↑) 94
HT 9 4 52 _(←) 95
LF 10 5 53 . 96
VT 11 6 54 a 97
FF 12 7 55 b 98
CR 13 8 56 c 99
SO 14 9 57 d 100
SI 15 : 58 e 101
DLE 16 ; 59 f 102
DCI (X-ON) 17 < 60 g 103
DC2 (TAPE) 18 = 61 h 104
DC3 (X-OFF) 19 > 62 i 105
CD4 (TAPE) 20 ? 63 j 106
NAK 21 @ 64 k 107
SYN 22 A 65 l 108
ETB 23 B 66 m 109
CAN 24 C 67 n 110
EM 25 D 68 0 111
SUB 26 E 69 p 112
ESC 27 F 70 q 113
FS 28 G 71 r 114
GS 29 H 72 s 115
RS 30 I 73 t 116
US 31 J 74 u 117
SP 32 K 75 v 118
! 33 L 76 w 119
“ 34 M 77 x 120
# 35 N 78 y 121
$ 36 0 79 z 122
% 37 P 80 { 123
& 38 Q 81 | 124
‘ 39 R 82 } (Alt Mode) 125
( 40 S 83 ≈ 126
) 41 T 84 DEL (Rub Out) 127
* 42 U 85
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APPENDIX O S-918
APPENDIX O
SIX-BIT ASCII TABLE
ASCII Character Decimal Value ASCII Character Decimal Value
(space) 0 @ 32
! 1 A 33
“ 2 B 34
# 3 C 35
$ 4 D 36
% 5 E 37
& 6 F 38
‘ 7 G 39
( 8 H 40
) 9 I 41
* 10 J 42
+ 11 K 43
, 12 L 44
- 13 M 45
. 14 N 46
/ 15 O 47
0 16 P 48
1 17 Q 49
2 18 R 50
3 19 S 51
4 20 T 52
5 21 U 53
6 22 V 54
7 23 W 55
8 24 X 56
9 25 Y 57
: 26 Z 58
; 27 [ 59
< 28 \ 60
= 29 ] 61
> 30 ^ 62
? 31 _(underline) 63
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S-918 APPENDIX P
APPENDIX P
FORMAT OF DATA SENT FROM READER TO DATA PROCESSOR
1.0 SCOPE
This section is included to provide a specific description as to how data are output from the Reader
in the current Amtech system. This standard does not require that this data output format be uti-
lized.
2.0 READER FUNCTIONS
The reader is responsible for decoding the radio frequency information collected by the reader’s
antenna into binary information equivalent to the 128 bits of data stored in the tag. As part of this
decoding exercise, the reader must first collect the data and check for various errors. Check Sums
and Frame Markers are used to detect errors and synchronize the data collection process. Both of
these fields are for internal use only and are not transmitted from the reader to the data processor.
All other fields are relayed from the reader to the data processor.
3.0 ENCODING THE DATA INTO ASCII FORMAT
The Reader uses the standard ASCII data format for communicating with the data processor. In
order to transfer the 120 bits (128 minus the Frame Markers and Check Sums) of data using 7-bit
ASCII, the reader must split apart the 120 bits into smaller, more manageable pieces. To accom-
plish this, the reader partitions the 120 bits into contiguous 6-bit partitions This means that there
are 20 six-bit partitions created. The base 2 value of each partition is converted to a decimal value
that has a corresponding ASCII value that falls somewhat short of the full 7-bit ASCII table. In
order to code the 6-bit partitions into ASCII coding, the reader uses the 6-bit ASCII table.
The sole purpose for limiting the partitions to 6 bits and using the 6-bit ASCII coding is to provide
a set of ASCII characters that does not include the various command and control characters indi-
cated in the 7-bit ASCII table. For example, the 7-bit ASCII table would allow the reader to trans-
mit a control-C, form feed, carriage return, etc., to a data processor or modem, which may result in
undesirable actions.
Thus, the reader partitions 20 six-bit segments and encodes this data into a 6-bit ASCII for-
mat. This 6-bit ASCII format is then converted to 7-bit ASCII for transmission to the data pro-
cessor. This conversion to 7-bit ASCII is done by adding 32 decimal to the 6-bit value. For
example, the base 2 value 010000 would be converted to the 6-bit ASCII character 0 (zero). This
ASCII character corresponds to a table value of 48 in the 7-bit ASCII table. The Reader con-
verts the 6-bit value to the 7-bit value and transmits the 7-bit value to the data processor.
4.0 DATA ENCODE AND DECODE EXAMPLE
Suppose an installer programs a tag with the following information:

Equipment Group code D (Locomotive)
Tag Type 128-bit tag (AAR Type)
Owner’s code KMCX
Locomotive number 1587234
Length 120
No. of axles 4
Bearing Type code 2
Side indicator 1 (right side)
Security ##
The corresponding base 2 values stored in the tag would be as follows:

Equipment Group code 00101
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APPENDIX P S-918
Tag Type 01
Owner’s code 0110010011001001100
Locomotive number 000110000011100000100010
Length 001111000
No. of axles 00100
First Check Sum 11
Reserved Frame Marker 11
Bearing Type code 010
Side indicator 1
Spare/Reserved 0000000000000000000000000000000000
Security 000011000011
Data Format code 110011
Second Check Sum 11
Frame Marker Special bit pattern
The corresponding 20 characters sent by the Reader to the data processor are as follows:
*LF3!@X(CP10______##S(Underscore represents a blank)
Also, the actual data from the Reader may have additional characters before and after the above
character string that are used to indicate time and date, antenna number, etc.
5.0 READER TRANSMISSION FORMATS
The reader transmits the following information to the host computer:
• Tag data
• Error messages
• Sensor input reports
• Sign-on message
• Modem connect or disconnect messages.
Tag ID codes, error messages, sensor input reports, and modem connect/disconnect messages can
have optional information appended to them. Whenever time or time and date are appended, they
apply equally to tag ID codes, error messages, sensor input reports, and modem connection mes-
sages. Auxiliary information can be appended to tag ID codes and sensor input reports, but not to
error reports or modem messages.
6.0 TAG DATA CONTENT ONLY
The tag data is transmitted with a “start of message” sign followed by 20 characters. Spaces are
legitimate characters, and if the tag data is not 20 characters long, spaces are appended to the tag
data to make 20 characters. For example,
#12345678901234567890
#ABC 12347655 TARE
To transmit tag data with no appended information, enter both #300 and #310 commands.
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S-918 APPENDIX P
The “#” sign is a “start of message” character. This character may be assigned six different values
as follows:
# [23 hex]
‘ [60 hex]
{ [8B hex]
| [7C hex]
} [7D hex]
~ [7E hex]
Of these choices, it is recommended that the tilde (~) be used as the start of message character,
although the other start of message characters may be used at the discretion of the user. Although
the “#” sign is used as the sample start of message character here, it may occur within the data
portion of the message, and thus should be avoided as a start of message character.
7.0 ERROR MESSAGE ONLY
Error messages are in the format of the “#,” the word “Error,” and a 2-digit error code. For example,
#Error 02
#Error 03
To transmit the error code only, enter the #300 command. This command removes the time and
date.
8.0 SENSOR INPUT REPORTS ONLY
Sensor input reports are in the format of the “#,” the words “SENSOR INPUT REPORT,” and a
space. There are 21 characters total, including the “#” character.
Note: Sensor input reports are not automatic, but must be requested through the #6901 SENSOR
INPUT REPORTS ENABLED command.
9.0 SIGN-ON MESSAGE
The sign-on message is in the following format:
#Model A11200 ver X.X SNYYYYY

#Copyright 1988 AMTECH Corp.
The sign-on message never contains any appended information.
10.0 TIME ONLY APPENDED
Time can be appended to tag data, error messages (except Error 01), sensor input reports, and
modem connect/disconnect messages. The format of the transmission is as follows:
#<string>&HH:MM: SS.hh
where
<string> is the tag data, error message, or sensor input report
HH:MM:SS.hh represent hours, minutes, seconds, and hundredths of seconds, respectively
Colons(:) separate hours, minutes, and seconds
A period (.) separates hundredths of seconds
The “&” character provides a means for the host computer to determine if time is appended to the string.
Note: Hundredths of seconds are not appended to error messages.
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APPENDIX P S-918
11.0 TIME AND DATE APPENDED

Time and date can be appended to tag data, error messages (except Error 01), sensor input reports,
and modem connect/disconnect messages. The format of the transmission is as follows:
#<string>&HH:MM:SS.hh MM/DD/YY
The format is exactly like paragraph 10.0, “Time Only Appended,” except that two spaces and the
date follow the time. MM, DD, and YY represent the month, day, and 2-digit year, respectively. The
forward slash (/) separates the month, day and year entries. Note: Hundredths of seconds are not
appended to error messages.
12.0 AUXILIARY INFORMATION ONLY APPENDED
Auxiliary information can be appended to ID codes and sensor input reports. Auxiliary informa-
tion is never appended to error or modem messages. Auxiliary information consists of reader num-
ber, antenna number, number of reads of previous tag, and sensor input status. The format is as
follows:
#<string>%XX-Y-ZZ-Q
where
<string> is the tag data or sensor input report
XX represents the reader number in hex from 00 to FF
Y represents the antenna number (0 or 1 for antenna, M for manual ID entry, S for sensor input report)
ZZ is the number of reads of the previous tag in hex from 00 to FF
Q represents the sensor input status in hex from 0 to F.
The % character provides a means for the host computer to determine if auxiliary information is
appended to the string.
The – separates the values of the auxiliary information.
13.0 TIME AND AUXILIARY INFORMATION APPENDED

Time and auxiliary information can be appended to tag data and sensor input reports. The format
is as follows:
#<string>&HH:MM:SS.hh%XX-Y-ZZ-Q
The time and auxiliary information follow the formats described above.
14.0 TIME, DATE, AND AUXILIARY INFORMATION APPENDED
Time, date, and auxiliary information can be appended to tag data and sensor input reports. This
is the factory setting of the reader. The format is as follows:
#<string>&HH:MM:SS.hh MM/DD/YY%XX-Y-ZZ-Q
The time, date, and auxiliary information follow the formats described above.
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S-918 APPENDIX P
EXHIBIT A
AEI TAG PLACEMENT WINDOW—4-AXLE RAIL AND PASSENGER CARS
CL
CL
1' 6" 2'
TAG AR
TAG PLACEMENT PERMITTED
TOP VIEW B END PREFERRED TAG LOCATION
TAG BL
B END
SIDE VIEW 5' 4" 5' 4"

2' 1' 6"
4' 4'
5'
2'
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APPENDIX P S-918
EXHIBIT A (CONTINUED)
AEI TAG PLACEMENT WINDOW—6-AXLE RAIL AND PASSENGER CARS
CL
CL
1' 6" 2'
TAG AR
TAG BL
B END
SIDE VIEW 5' 4" 5' 4"

2' 1' 6"
4' 4'
5'
2'
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S-918 APPENDIX P
EXHIBIT A (CONTINUED)
AEI TAG PLACEMENT WINDOW—2-AXLE RAILCAR
CL
CL
1' 6" 2'
TAG AR
TAG BL
B END
2' 5' 4" 5' 4"

1' 6"
SIDE VIEW 4' 4'
5'
2'
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APPENDIX P S-918
EXHIBIT B
AEI TAG PLACEMENT WINDOW—6-AXLE LOCOMOTIVE
TAG RL
TAG LOCATIONREAR LEFT TAG PLACEMENT PERMITTED
(BRAKEMAN'S SIDE) VERTICAL WINDOW EXTENDS 2 FT
2' ABOVE RAIL TO 5 FT ABOVE RAIL
FRONT
2' PREFERRED TAG LOCATION
TAG FR TAG LOCATIONFRONT RIGHT

(ENGINEER'S SIDE)
5' (±)
Typical to top of sill
2'
Distance varies from centerline of truck
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S-918 APPENDIX P
EXHIBIT B (CONTINUED)
AEI TAG PLACEMENT WINDOW—4-AXLE LOCOMOTIVE
TAG RL
TAG LOCATIONREAR LEFT
(BRAKEMAN'S SIDE) TAG PLACEMENT PERMITTED
2' VERTICAL WINDOW EXTENDS 2 FT
ABOVE RAIL TO 5 FT ABOVE RAIL
FRONT
2'
PREFERRED TAG LOCATION
TAG FR TAG LOCATIONFRONT RIGHT

(ENGINEER'S SIDE)
5' (±)
Typical to top of sill
2'
Distance varies from centerline of truck
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APPENDIX P S-918
EXHIBIT C
TAG LOCATION—END-OF-TRAIN DEVICES
AEI TAG
Pulse EOT
AEI TAG
AEI TAG AEI TAG
US & S EOT US & S EOT Pulse

Trainlink II
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S-918 APPENDIX P
EXHIBIT D
TAG LOCATION FOR CONTAINERS OF 40 FT (12.2 M) OR LESS
ABZU 001 234 3
ABZU 001 234 3

BLIND
END
TOP
ABZU 001 234 3
TAG
h
h0.3 m
h1 ft
1 ft
SIDE (0.3 m)
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APPENDIX P S-918
EXHIBIT D (CONTINUED)
TAG LOCATION FOR CONTAINERS LONGER THAN 40 FT (12.2 M)
ABZU 001 234 3

ABZU 001 234 3
TOP BLIND
END
ABZU 001 234 3
TAG
h
h0.3 m
h1 ft
1 ft
(0.3 m)
SIDE
40 ft (12.2 m) lifting position
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S-918 APPENDIX P
EXHIBIT E
RECOMMENDED TAG LOCATION—CHASSIS
TOP VIEW
TAG POSITION
SIDE VIEW TAG AT

45° ANGLE
TAG AT TAG POSITION

45° ANGLE
FRONT VIEW
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APPENDIX P S-918
EXHIBIT F
ALTERNATIVE TAG PLACEMENT—CHASSIS
CHASSIS
TAG ON
LANDING GEAR BRACKET
SIDE VIEW APPROXIMATE TAG

LOCATION
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S-918 APPENDIX P
EXHIBIT G
ALTERNATIVE TAG PLACEMENT—CHASSIS
TAG PLACEMENT WINDOW
SIDE VIEW
60 cm (24")
TAG PLACEMENT WINDOW
30 cm (12")
FRONT VIEW
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APPENDIX P S-918
EXHIBIT H
RECOMMENDED TAG LOCATION—TRAILERS
TAG PLACEMENT
TAG PLACEMENT
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Railway Electronics
S-918 APPENDIX P
EXHIBIT I
RECOMMENDED TAG LOCATION—RAILCAR COVERS, ROOFS, AND HOODS
Tag LocationLift-Off Roof
TAG
END ROOF SECTION TOP VIEW
L

TAG PLACEMENT WINDOW 2
36"
OUTER END VIEW
84" 48"
SIDE VIEW
TAG PLACEMENT WINDOW L

Tag LocationLift-Off Roof
2
INTERMEDIATE ROOF SECTION 36"
END VIEW 84" 48"

SIDE VIEW
L
Tag LocationLift-Off Hood
TAG
TOP VIEW
L

2 TAG PLACEMENT WINDOW
36"
END VIEW
84" 48"
SIDE VIEW
2/1/03 K–188 ver1.1

2/1/03
Railway Electronics
APPENDIX P S-918
EXHIBIT J
RECOMMENDED TAG LOCATION—MULTIMODAL TRAILERS
ver1.1 K–189 2/1/03

2/1/03
Railway Electronics
S-918 APPENDIX P
EXHIBIT K
RECOMMENDED TAG LOCATION—MULTIMODAL BOGIE
TAG WINDOW
TAG WINDOW: VERTICALLY FROM 2 ft TO 5 ft TAG WINDOW

ABOVE TOP-OF-RAIL; HORIZONTALLY FROM THE
CENTER OF THE TRUCK TO END OF THE RIGHT
SIDE FRAME>
2/1/03 K–190 ver1.1

2/1/03
Railway Electronics
APPENDIX P S-918
EXHIBIT L
RECOMMENDED TAG LOCATION—MULTIMODAL COUPLER-MATE
ver1.1 K–191 2/1/03

2/1/03
Railway Electronics
S-918
CHANGE RECORD SHEET

1.1 2/2003 K–114 Added paragraph 10.4, Tag Reconditioning Requirements
1.1 2/2003 K–189– Added Exhibit J, Exhibit K, and Exhibit L addressing tag location on trailers
K–191 and bogies
2/1/03 K–192 ver1.1

S-918A
AEI SITE-TO-HOST CONSIST REPORT FORMAT
Standard
S-918A
Adopted: 2003
TABLE OF CONTENTS
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–195
1.1 Alphabetical Quick Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–195
1.2 Configuration Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–195
2.0 Consist Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–196
2.1 AEM—Consist Header Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–196
2.2 RRE—Rail Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–201
2.3 CEQ—Conveyed Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–203
2.4 EOT—End Of Train Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–205
2.5 EOC—End of Consist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–206
2.6 DYL—Dynamic Locomotive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–206
2.7 DYI—Dynamic Impact Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–209
2.8 DYR—Dynamic Refrigerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–212
2.9 ALM—Alarm Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–215
2.10 GEN—Generator Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–216
2.11 HAT—Railcar Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–218
2.12 TST—Test Tag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–221
2.13 XAC—Acoustic Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–221
2.14 XFW—Wheel Impact. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–223
2.15 XHB—Hot Box Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–224
2.16 XHW—Hot Wheel Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–227
2.17 XSC—Scale Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–229
2.18 HWD—High/Wide Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–230
2.19 DED—Dragging Equipment or Low Air Hose Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–231
2.20 THI—Tag Health Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–232
2.21 RTD—Raw Tag Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–235
2.22 WRD—Equipment with Atypical Axle Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–236
2.23 MMR—Multi Modal Rail Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–238
2.24 SIM—System Integrity Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–240
2.25 ECR—Environmental Condition Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–242
2.26 TRK—Track Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–244
2.27 Examples. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–246
3.0 Maintenance Reports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–250
3.1 AMH—AEI Maintenance Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–250
3.2 MTS—Maintenance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–251
3.3 MS—End Of Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–252
ver1.0 K–193 2/1/03
S-918A

Appendix A Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–254
1.0 Data Values for the Equipment Group Codes (EGC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–254
2.0 Units of Measurement Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–255
3.0 Data Segments and Looping Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–255
3.1 Looping Structure Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–258
2/1/03 K–194 ver1.0

S-918A
1.0 INTRODUCTION
This document contains information about the AEI Site-to-Host consist report format developed by
cooperating railroads and vendors, otherwise known as the “T-94” format. What follows is the cur-
rent format, segments, and definitions as implemented by the AEI Users Group. As of February 1,
2003, newly purchased AEI readers or proxy server must be capable of communicating AEI data
using the messages per this specification.
1.1 Alphabetical Quick Reference
AEM Consist Header Message
ALM Alarm Tag
AMH AEI Maintenance Header
CEQ Conveyed Equipment
DED Dragging Equipment Detector
DYI Dynamic Impact Recorder
DYL Dynamic Locomotive
DYR Dynamic Refrigerator
ECR Environmental Condition Report
EMS End of maintenance
EOC End of consist
EOT End of train Device
GEN Generator Set
HAT Railcar Cover
HWD High/Wide Detector
MMR Multimodal Rail Equipment
MTS Maintenance Data
RRE Rail Equipment (car and locomotive)
RTD Raw Tag Data
SIM System Integrity Message
THI Tag Health Information
TRK Track Identifier
TST Test Tag
WRD Equipment with Atypical Axle Patterns
XAC Acoustic Interface
XFW Wheel Impact Load Detector Interface
XHB Hot Box Interface
XHW Hot Wheel Interface
XSC External Scale Interface
1.2 Configuration Options

1.2.1 Output
Output is standard, however the following three formats are available and user selectable:
• Fixed field lengths, no delimiters
• Fixed field lengths, delimiters
• Variable field lengths, delimiters
ver1.0 K–195 2/1/03

S-918A
1.2.2 Segments
Any segment may be “turned off” and excluded from the report.
1.2.3 Elements
Any element may be “turned off” and excluded from the report. Note: Turning off elements may
require the use of a delimited data format.
1.2.4 Units of Measure
English or metric units of measure are a reporting option. The unit of measure selected will apply
to the entire report.
1.2.5 Maintenance Reports
The maintenance segment may be received as an attachment to the consist report or it may be sent
to a unique phone number as a stand alone message.
1.2.6 Looping Structure
The data segments in the T-94 message are either required or optional as defined in the ‘Status’
field. Data segments must be transmitted according to the specified standard sequence of the T-94.
Data segments may be repeated as individual data segments or as an unbounded loop. When a sin-
gle data segment is allowed to be repeated, it will have a specified ‘Max Occurs’ value greater than
1. Loops of data segments are groups of two or more semantically related segments. In order to
establish the start of the loop, the first data segment in the loop shall appear once and only once in
each loop occurrence. The beginning segment of a loop shall not appear elsewhere in the loop.
Loops may have a specified maximum number of occurrences indicated on the ‘Max Occurs’ value
of the beginning segment of the loop. There is a specified sequence of segments in the loop. Loops
in the T-94 message are optional, indicated by the ‘Status’ of the beginning segment of the loop.
Each appearance of the beginning segment defines an occurrence of the loop. There are nested
loops within outer loops in the T-94 message. The inner loop does not start with the same segment
as an outer loop. The loop level 1 value indicates the outer loop. Segments with the same loop level
1 value and different loop level 2 values indicate they are part of an outer loop. The loop level 2
value indicates an inner loop. Segments with the same loop level 2 value indicate they are part of
an inner loop. Refer to Appendix A, paragraph 3.0, “Data Segments and Looping Structure” and its
accompanying example.
2.0 CONSIST REPORTS
2.1 AEM—Consist Header Message
2.1.1 Description
This is the opening segment for each consist. It contains information that applies to the train as a
whole. It informs the host as to who the reporting site is, what time the train passed, and how
many pieces of equipment were seen. In addition, it describes any abnormal software or hardware
events that occurred while processing the consist. This is a mandatory segment. One AEM seg-
ment will be sent for each consist reported.
2.1.2 Other References
None.
2.1.3 Implementation Status
Complete.
2/1/03 K–196 ver1.0

S-918A
2.1.4 Segment Summary

Ref Field Type Size
AEM00 Segment ID AN 3
AEM01 AAR Billing Code AN 5
AEM02 Site ID AN 7
AEM03 Event Start Date N 6
AEM04 Event Start Time N 4
AEM05 Event Stop Time N 4
AEM06 Time Zone N 3
AEM07 Daylight Savings Time Indicator A 1
AEM08 Data Format Version Number AN 3
AEM09 Train Sequence Number N 4
AEM10 Locomotive Conversion Status AN 1
AEM11 Railcar Conversion Status AN 1
AEM12 Direction of Travel A 1
AEM13 Switch/Direction Indicator N 1
AEM14 Units of Measure A 1
AEM15 Maximum Speed N 3
AEM16 Minimum Speed N 3
AEM17 Average Speed N 3
AEM18 Movement Status AN 1
AEM19 Termination Status AN 1
AEM20 Transmission Type AN 1
AEM21 Adjacent Track Occupied AN 1
AEM22 Train Length N 5
AEM23 Equipment Status Code AN 1
AEM24 Locomotive Count N 2
AEM25 Locomotives Tagged N 2
AEM26 Railcar Count N 3
AEM27 Railcars Tagged N 3
AEM29 Total Axle Count N 4
ver1.0 K–197 2/1/03

S-918A
2.1.5 Detailed Segment Description (page 1 of 3)

Ref Size Field
AEM00 3 Segment ID: “AEM”
AEM01 5 AAR Billing Code. Unique for each owner.
First position is zero for railroads, and non-zero for non railroads.
Next four positions are standard AAR 260 billing codes for railroads and unique substitutes for
non-railroads.
AEM02 7 Site ID. Unique site ID for each owner.
AEM03 6 Event Start Date (YYMMDD)
AEM04 4 Event Start Time (HHMM) (local time)
AEM05 4 Event Stop Time (HHMM)
AEM06 3 Time Zone, hours offset from GMT (##.#, decimal assumed)
5 =Eastern 6 = Central 7 = Mountain 8 = Pacific
AEM07 1 Daylight Savings Time Indicator (Y/N)
Y=Daylight savings time is in effect.
AEM08 3 Data Format Version Number (#.## with . assumed)
First digit = Major change (May not be backwards compatible.)
Second digit = Major enhancement (Is backwards compatible.)
Third digit = Processing upgrade.
AEM09 4 Train Sequence Number. A unique number that is incremented after each train is recorded.
Range: 1–9999. Number wraps back to 1 after sequence 9999.
Zero is an invalid train sequence number.
AEM10 1 Locomotive Conversion Status, Consist Confidence Level
G= Good (No significant problems)
A = At least one questionable axle pattern was found
D= Excessive disqualifiers (inconsistencies between tag and axle pattern)
M= Multiple inconsistencies (both “A” and “D”)
? = Other
AEM11 1 Railcar Conversion Status, Consist Confidence Level
G= Good (No significant problems)
A = At least one questionable axle pattern was found
D= Excessive disqualifiers (inconsistencies between tag and axle pattern)
M= Multiple inconsistencies (both “A” and “D”)
?= Other
AEM12 1 Direction of Travel Valid Values: N, S, E, W
AEM13 1 Switch/Direction Indicator. (0–9) Owner-defined. Indicates the current position of local track switches
(as reported by external switch point controllers or similar devices). This allows the host to identify the
route the train is traveling (when more than one route exists).
AEM14 1 Units of Measure. English or metric units (E/M) for the entire report.
AEM15 3 Maximum Speed (mph or kph)
AEM16 3 Minimum Speed (mph or kph)
AEM17 3 Average Speed (mph or kph)
2/1/03 K–198 ver1.0

S-918A

Ref Size Field
AEM18 1 Movement Status. Type of train movement.
A = Through movement, over 5 mph
B = Through movement, under 5 mph
C= Through movement, stop and go
D= Through movement, switching (direction changes detected)
E = Simulation (software generated train)
F = Reverse exit (pull by)
R= Arrival Listing
? = Other
AEM19 1 Termination Status. Indicates completion state of the train.
N= Normal
T = Time-out (Train did not move for a specified period of time.) Partial train will be reported. When
train resumes movement, the train will be reported again with the new cars appended (same
sequence and start time/date as original train). See “appended” transmission type below.
O= Presence was forcibly cleared due to a failed presence circuit.
P = Processing Limitation
? = Other
AEM20 1 Transmission Type
R= Retransmission
S = Summary
F = First transmission
A = Appended. Reported train replaces previous train fragment. Previous train was terminated by
time-out. (See “Termination Status” above.)
? = Other
AEM21 1 Adjacent Track Occupied (Y/N)
Y = Train was reported on adjacent track during the train.
N= No activity on adjacent track.
AEM22 5 Train Length. Total distance from end to end (in feet or decimeters).
ver1.0 K–199 2/1/03

S-918A

Ref Size Field
AEM23 1 Equipment Status Code. Reflects any abnormal site activity that occurred during or prior to the reported
train. Details of reported event can be found in the maintenance report.
A = Antenna warning. System is reading an unexpectedly low number of tags on at least one
antenna.
B = Antenna fatal. At least one antenna is no longer reading tags.
C= Communication error with external components.
E = Intertrack communication warning. Problem was detected, but recovered.
F = Intertrack communication fatal. Cannot communicate with external processor.
G= Good. No problems detected.
H= Power supply warning. Battery charger temporarily lost power.
I = Power supply fatal. Battery charger lost power.
K = Software setup failure. Software has detected an inaccurately set parameter.
M= Multiple (More than one problem).
P = Presence circuit warning. Problem was detected, but recovered.
Q= Presence circuit fatal. Presence circuit is no longer functional.
R= Reader/RF warning. Problem was detected, but recovered.
S = Reader/RF fatal. At least one reader is no longer functional.
T = Wheel transducer warning. Problem was detected, but recovered.
U= Wheel transducer fatal. Transducer is no longer functional.
V = No wheel transducer input.
W= External detector trigger. IO device (such as a hut door switch or thermocouple) went active.
X = External processor communications warning. Problem was detected with external processor
(such as a scale or defect detector), but recovered.
Y = External processor communications fatal. (External processor unit is no longer functional.)
Z = Security. Excessive number of failed user logon attempts.
? = Other
AEM24 2 Locomotive Count. Total number of locomotives (tagged or not tagged).
AEM25 2 Locomotives Tagged. Total number of locomotives with valid tags.
AEM26 3 Railcar Count. Total number of railcars (tagged or not tagged).
AEM27 3 Railcars Tagged. Total number of railcars with valid tags.
AEM29 4 Total Axle Count.
2.1.6 Examples
Format Options: Fixed width fields, space delimiter.
AEM 00721 0000069 950329 0808 0810 080 N 400 0041 G G E 0 E 045 041 043 A N F N 03391 G 03 03 041 041 0190
AEM 00721 0000048 950329 1021 1022 000 N 400 0051 G G E 0 E 023 022 022 A N F N 01301 G 03 03 025 025 0118
AEM 00721 0000029 950330 2331 2339 060 N 400 0081 G A W 0 E 010 003 007 C N F N 06930 B 02 02 017 014 0178
AEM 00721 0000029 950331 1154 1159 060 N 400 0101 G G E 0 E 020 008 017 A N F N 05175 B 04 03 085 082 0358
AEM 00721 0000086 950331 2040 2042 080 N 400 0071 G G E 0 E 046 041 042 A N F N 03891 G 07 07 088 080 0380
AEM 00721 0000069 950331 2107 2111 080 N 400 0101 G G E 0 E 023 017 020 A N F N 05199 G 07 07 078 078 0354
AEM 00721 0000069 950330 0803 0805 080 N 400 0061 G D E 0 E 043 031 039 A N F N 05782 G 07 07 093 091 0410
AEM 00721 0000003 950328 0316 0318 060 N 400 0011 G D E 0 E 054 048 050 A N F N 06931 G 03 03 026 026 0294
AEM 00721 0000034 950331 1704 1707 070 N 400 0151 G G W 0 E 033 024 026 A N F N 05676 G 05 05 022 022 0264
AEM 00721 0000084 950328 0731 0732 080 N 400 0031 G G E 0 E 047 046 046 A N F N 02342 G 03 03 042 041 0184
AEM 00721 0000034 950328 1743 1746 070 N 400 0031 G G E 0 E 050 032 040 A N F N 08083 G 04 04 067 065 0350
AEM 00721 0000029 950330 0220 0228 060 N 400 0051 G G E 0 E 013 005 011 A N F N 06757 G 06 05 098 095 0420
2/1/03 K–200 ver1.0

S-918A
2.2 RRE—Rail Equipment

2.2.1 Description
This segment is used to identify tagged and untagged locomotives and railcars. It provides infor-
mation about where the vehicle is in the train, which direction it is facing, and its ID (if tagged). It
also reports any inaccuracies that are seen when processing the car. Optionally, if inaccuracies are
seen, the RRE segment will be followed by a segment that details what the problems are. (See
paragraph 2.20, “THI—Tag Health Information.”)
At least one RRE will be sent for each rail vehicle on the train. A second RRE will be sent in situa-
tions where two tags are found on the vehicle, but the ID is different between them (called a ID
mismatch). The RRE segment is always the first segment reported for each vehicle.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendices A and B.
Complete.
Ref Field Type Size
RRE00 Segment ID AN 3
RRE01 Sequence Number N 3
RRE02 Equipment Group Code A 1
RRE03 Owner Code A 4
RRE04 Owner Equipment Number N 10
RRE05 Orientation A 1
RRE06 Reserved AN 1
RRE07 Axle Conversion Code A 1
RRE08 Tag Status A 1
RRE09 Tag Detail Status A 1
RRE10 Hand Shakes Antenna 0 N 2
RRE11 Hand Shakes Antenna 1 N 2
RRE12 Speed of Vehicle N 3
RRE13 Axle Count N 3
RRE14 Platform Count N 3
ver1.0 K–201 2/1/03

S-918A
2.2.5 Detailed Segment Description

Ref Size Field
RRE00 3 Segment ID: “RRE”
RRE01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
RRE02 1 Equipment Group Code. Indicates the vehicle type. Based on axles if not tagged.
D= Locomotive
R= Railcar (and former Non-Revenue Rail)
? = Unknown
RRE03 4 Owner Code. Standard Carrier Alpha Code as read from the tag. Blank if not tagged.
RRE04 10 Owner Equipment Number, as read from the tag. Zero if not tagged.
RRE05 1 Orientation. Indicates which end of the car is facing forward.
A = “A” end of a railcar or “F” end of a locomotive
B = “B” end of a railcar (also called the “Brake” end) or “R” end of a locomotive
U= “U” unknown or not determined
RRE06 1 Reserved for future use.
RRE07 1 Axle Conversion Code. Indicates if there were any problems processing the axle pattern of the vehicle
to determine sequence number.
G= Good. No problem determining vehicles from axle input.
B = Bad. Axle information may have caused an extra vehicle.
S = Sequence Logically Correct. Software cannot determine vehicle type.
RRE08 1 Tag Status. Indicates possible problems with tag placement on the vehicle.
G= Good. Both tags (right and left) were read.
M= Mismatched Identification (Owner code and equipment number only.) A second RRE containing
the other tag will be sent.
L = Left tag missing
R= Right tag missing
N= No tag read
? = Other
RRE09 1 Tag Detail Status. Indicates any other tag-related problems (such as tag programming, etc.).
K = OK
A = Axle error. Number of axles in tag differs from axle pattern.
E = Equipment Group Code error. EGC in tag differs from axle pattern.
L = Length error. Length in tag differs from axle pattern (15%).
O= Orientation errors. Tag applied on wrong side or wrong end of equipment.
P = Platform code error. A multi-pack car had a bad platform code or a non-multi-pack car has a
platform code.
I = Individual platform tags, multi-packs incorrectly tagged.
D= Unused tag read on equipment.
H= Performance. Handshakes less than that predicted by AMTECH speed and range guidelines.
W= Window violation. Tags applied outside the AAR window for acceptable application.
M= Multiple errors
? = Other
RRE10 2 Hand Shakes Antenna 0 (99 = 99 or more)
RRE11 2 Hand Shakes Antenna 1 (99 = 99 or more)
RRE12 3 Speed of Vehicle (mph or kph)
RRE13 3 Axle Count
RRE14 3 Platform Count. Total number of platforms for vehicle. Platform count for non-articulated cars is always
1.
2/1/03 K–202 ver1.0

S-918A
2.2.6 Examples
RRE 001 D SSW 0000008085 A G GK 07 05 034 006 001

RRE 002 D SP 0000008002 B G GK 06 06 034 004 001
RRE 003 R DTTX 0000072504 B G GP 06 06 034 004 001
RRE 004 R DTTX 0000720134 A G GK 05 06 034 004 001
RRE 005 R DTTX 0000064064 B G MK 00 06 033 004 001
RRE 005 R DTTX 0000064042 B G MK 07 00 033 004 001
RRE 006 R DTTX 0000062313 B G GP 06 07 033 004 001
RRE 007 R DTTX 0000062717 A G GK 06 07 033 004 001
RRE 008 R APLX 0000004824 A G GK 07 07 032 004 001
RRE 009 R SFLC 0000254119 B G GK 07 08 032 004 001
RRE 010 R DTTX 0000054511 B G LK 08 00 032 004 001
RRE 011 R APLX 0000004571 A G GP 00 00 031 004 001
2.3 CEQ—Conveyed Equipment

2.3.1 Description
The CEQ segment is used to report all tagged conveyed equipment carried upon standard or artic-
ulated railcars. These include trailers, containers, and chassis. In addition to the ID of the con-
veyed equipment, the segment reports which platform, tier, and position the cargo was located on.
One CEQ segment will be reported for each trailer, container, or chassis tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendices C, D, and F.
Tag Detail Status is always “K.” All other fields complete.
Ref Field Type Size
CEQ00 Segment ID AN 3
CEQ01 Sequence Number N 3
CEQ02 Equipment Group Code A 1
CEQ03 Owner Code A 4
CEQ04 Owner Equipment Number N 10
CEQ05 Length N 3
CEQ06 Tag Detail Status A 1
CEQ07 Hand Shakes Antenna 0 N 2
CEQ08 Hand Shakes Antenna 1 N 2
CEQ09 Orientation A 1
CEQ10 Platform Code A 1
CEQ11 Tier A 1
CEQ12 Horizontal Quadrant N 1
CEQ13 Tag Status A 1
ver1.0 K–203 2/1/03

S-918A

Ref Size Field
CEQ00 3 Segment ID: “CEQ“
CEQ01 3 Sequence Number. Standing order of the vehicle carrying the conveyed equipment in the train. (1 = first)
CEQ02 1 Equipment Group Code as read from the tag.
I = Container
T = Trailer
Z = Chassis
CEQ03 4 Owner Code, Standard Carrier Alpha Code as read from the tag
CEQ04 10 Owner Equipment Number, as read from the tag
CEQ05 3 Length. Length of equipment as read from the tag (feet or decimeters)
CEQ06 1 Tag Detail Status
H= Performance. Low handshakes
K = OK
L = Length error. Impossible length detected. Conveyed equipment exceeds the length of the plat-
form.
O= Orientation errors. Tags on wrong sides.
W= Window violation. Tags in wrong location.
? = Other
CEQ07 2 Hand Shakes Antenna 0 (99 = 99 or more)
CEQ08 2 Hand Shakes Antenna 1 (99 = 99 or more)
CEQ09 1 Orientation
A = Door faces the “A” end of the car.
B = Door faces the “B” end of the car.
U= Orientation is unknown.
CEQ10 1 Platform Code
0 = Non-articulated car
A,B,C,D... = Platform ID
CEQ11 1 Tier
T = Top
B = Bottom
U= Unknown
CEQ12 1 Horizontal Quadrant (1–4). Indicates location of equipment on vehicle within 1 of 4 zones defined along
the length of the car. Assume untagged car is operating “A“ end first. Quadrants 1 through 4 are
assigned starting from the “B“ end.
CEQ13 1 Tag Status. Indicates possible problems with tag placement on the vehicle.
N= No tag read
? = Other
2/1/03 K–204 ver1.0

S-918A
2.3.6 Examples
CEQ 004 I GCEU 0000484271 479 K 00 08 B B B 1 L

CEQ 004 I APLU 0000489220 479 K 00 10 B C T 1 L
CEQ 004 I APLU 0000380152 479 K 00 08 B C B 1 L
CEQ 004 I APLU 0000458171 450 K 00 09 B D B 1 L
CEQ 004 I APLU 0000489649 479 K 00 08 B E B 1 L
CEQ 004 I APLU 0000489115 479 K 00 08 B A B 1 L
CEQ 005 I APLS 0000286959 198 K 08 00 B B B 1 R
CEQ 005 I CHAU 0000580157 479 K 02 00 B B T 1 R
CEQ 005 I APLU 0000490172 479 K 10 00 B C B 1 R
CEQ 005 I APLU 0000490198 479 K 00 11 B C T 1 L
2.4 EOT—End Of Train Device

2.4.1 Description
The EOT segment is used to report end-of-train devices carried on rail vehicles. Typically, EOTs
are seen as the last tag reported in a consist. They can, however, be reported on any vehicle of the
train (such as “dead headed” on engines). One EOT segment will be reported for each EOT tag
read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix E.
Ref Field Type Size
EOT00 Segment ID AN 3
EOT01 Sequence Number N 3
EOT02 Equipment Group Code A 1
EOT03 Owner Code A 4
EOT04 Owner Equipment Number N 10
EOT05 Hand Shakes Antenna 0 N 2
EOT06 Hand Shakes Antenna 1 N 2
EOT07 Tag Detail Status A 1

Ref Size Field
EOT00 3 Segment ID: “EOT“
EOT01 3 Sequence Number. Standing order of the vehicle carrying the EOT in the train. (1 = first)
EOT02 1 Equipment Group Code as read from the tag
EOT03 4 Owner Code, Standard Carrier Alpha Code as read from the tag
EOT04 10 Owner Equipment Number, as read from the tag
EOT05 2 Hand Shakes Antenna 0 (99 = 99 or more)
EOT06 2 Hand Shakes Antenna 1 (99 = 99 or more)
ver1.0 K–205 2/1/03

S-918A
Ref Size Field

EOT07 1 Tag Detail Status
H= Performance. Low handshakes.
K = OK
? = Other
2.4.6 Examples
EOT 061 E GTWQ 0000092475 00 17 K

EOT 070 E SPQ 0000091292 12 00 K
2.5 EOC—End of Consist

2.5.1 Description
The EOC serves as the terminating segment of the train consist. This is a mandatory segment.
The EOC will always be the last segment of the consist report.
None.
Complete.
Ref Field Type Size
EOC00 Segment ID AN 3
EOC01 Total Byte Count N 10

Ref Size Field
EOC00 3 Segment ID: “EOC“
EOC01 10 Total Byte Count. The last segment of the consist report. Count is from the consist header up to but not
including this segment.
2.5.6 Examples
EOC 0000000348
2.6 DYL—Dynamic Locomotive

2.6.1 Description
The DYL segment is used to report dynamic locomotive tags found on the train. Electronically
gathered locomotive data such as fuel, kilowatt hours, and various other status indicators are
reported. One DYL segment is reported for each dynamic locomotive tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix H.
2/1/03 K–206 ver1.0

S-918A

Ref Field Type Size
DYL00 Segment ID AN 3
DYL01 Sequence Number N 3
DYL02 Equipment Group Code A 1
DYL03 Owner Code A 4
DYL04 Owner Equipment Number N 10
DYL05 Tag Detail Status A 1
DYL06 Hand Shakes Antenna 0 N 2
DYL07 Hand Shakes Antenna 1 N 2
DYL08 Alarm Codes N 2
DYL09 Volume of Fuel Tank N 3
DYL10 Cumulative kW hours N 5
DYL11 Engine Temp Switch Trip AN 2
DYL12 Rated Horsepower Attainable? A 1
DYL13 Traction Motor Cutout? A 1
DYL14 Dynamic Brakes Cutout? A 1
DYL15 Dynamic Brake Operational? A 1
DYL16 Engine Running? A 1
DYL17 Locomotive Isolated? A 1
DYL18 Cooling Water Low? A 1
DYL19 Communication Indicator N 1
DYL20 Third Tag Indicator A 1
ver1.0 K–207 2/1/03

S-918A

Ref Size Field
DYL00 3 Segment ID: “DYL“
DYL01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
DYL02 1 Equipment Group Code as read from the tag
DYL03 4 Owner Code, Standard Carrier Alpha Code as read from the tag
DYL04 10 Owner Equipment Number, as read from the tag
DYL05 1 Tag Detail Status
K = OK
M= Multiple errors
? = Other
DYL06 2 Hand Shakes Antenna 0 (99 = 99 or more)
DYL07 2 Hand Shakes Antenna 1 (99 = 99 or more)
DYL08 2 Alarm Codes (Bits 68–71)
0 = No alarms
1 = Traction motor overspeed
2 = Brake pressure at last car less than 45 psi
3 = Brake pressure in main reservoir less than brake pipe pressure or (emergency reservoir pres-
sure + 15 psi)
4 = PCS open
5 = Wheel slip
6 = Dynamic brake warning
7 = Penalty brake
8 = Ground relay
9 = High horsepower setting
10–14 = Reserved
15= Multiple alarms
DYL09 3 Volume of Fuel in Tank (100-gal OR 100-L units)
DYL10 5 Cumulative KW Hrs (100-hp hour OR 100-kW hour units)
DYL11 2 Engine Temp Switch Trip
0–14 = # Times temperature switch was tripped
X = Cannot detect
DYL12 1 Rated Horsepower Attainable?
Y = Yes
N= No
X = Cannot detect
DYL13 1 Traction Motor Cutout?
Y = Yes
N= No
X = Cannot detect
DYL14 1 Dynamic Brakes Cutout?
Y = Yes
N= No
X = Cannot detect
2/1/03 K–208 ver1.0

S-918A

Ref Size Field
DYL15 1 Dynamic Brake Operational?
Y = Yes
N= No
X = Cannot detect
DYL16 1 Engine Running?
Y = Yes
N= No
X = Cannot detect
DYL17 1 Locomotive Isolated?
Y = Yes
N= No
X = Cannot detect
DYL18 1 Cooling Water Low?
Y = Yes
N= No
X = Cannot detect
DYL19 1 Communication Indicator
0 = Communications fault
1 = Communication OK
DYL20 1 Third Tag Indicator
Y = Tag was applied in addition to the standard railcar tags.
N= Tag replaced one of the standard railcar tags.
2.6.6 Examples
DYL 001 D SP 0000008579 K 02 00 00 013 08192 X X X X X X X X 1 Y

2.7 DYI—Dynamic Impact Recorder
2.7.1 Description
This segment contains information gathered from dynamic impact tags about excessive impacts
experienced by the carrying equipment (such as railcars, containers, and trailers). Reported ele-
ments include the size of the impact (in Gs and DV), when the impact occurred, the type of impact,
and how many impacts were recorded. One DYI segment is reported for each impact tag read. As
designed, this is for a single-frame tag only.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix K.
Segment assigned for future development.
ver1.0 K–209 2/1/03

S-918A

Ref Field Type Size
DYI00 Segment ID AN 3
DYI01 Sequence Number N 3
DYI02 Equipment Group Code A 1
DYI03 Owner Code A 4
DYI04 Owner Equipment Number N 10
DYI05 Tag Detail Status A 1
DYI06 Hand Shakes Antenna 0 N 2
DYI07 Hand Shakes Antenna 1 N 2
DYI08 Impact Recorder Low Battery Indicator N 1
DYI09 Analog Port N 1
DYI10 Analog Measurement N 3
DYI11 Date of Longitudinal Impact N 6
DYI12 Time of Longitudinal Impact N 4
DYI13 Longitudinal Impact Counter N 2
DYI14 Communication Indicator N 1
DYI15 Tag Low Battery Indicator N 1
DYI16 Third Tag Indicator A 1
DYI17 Longitudinal Impact G Force Measurement N 3
DYI18 Longitudinal Impact DV Measurement N 3
DYI19 Vertical Impact Alarm N 1
DYI20 Lateral Impact Alarm N 1
DYI21 Digital Input Alarm 1 N 1
DYI25 Temperature Alarm N 1
2/1/03 K–210 ver1.0

S-918A

Ref Size Field
DYI00 3 Segment ID: “DYI“
DYI01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
DYI02 1 Equipment Group Code as read from the tag. (See Appendix A, paragraph 1.0 for codes.)
DYI03 4 Owner Code. Standard Carrier Alpha Code as read from the tag.
DYI04 10 Owner Equipment Number as read from the tag
DYI05 1 Tag Detail Status
E = Equipment Group Code error
K = OK
M= Multiple errors
? = Other
DYI06 2 Hand Shakes Antenna 0 (99 = 99 or more)
DYI07 2 Hand Shakes Antenna 1 (99 = 99 or more)
DYI08 1 Impact Recorder Low Battery Indicator
0 = No alarm
1 = Low Battery Condition
DYI09 1 Analog Port
0 = No alarm condition present
1 = Analog port #1
2 = Analog port #2
3 = Analog port #3
4 = Analog port #4
5 = Analog port #5(Temperature Sensor)
6 = Reserved
7 = Reserved
DYI10 3 Analog Measurement 0 Through 255; Port, sensor and user dependent
DYI11 6 Date of Longitudinal Measurement (YYMMDD)
DYI12 4 Time of Longitudinal Measurement (HHMM)
DYI13 2 Longitudinal Impact Counter
DYI14 1 Communication Indicator
0 = Communications fault
1 = Communication OK
DYI15 1 Tag Low Battery Indicator
0 = Low Battery Condition
1 = No alarm/tag does not use battery
DYI16 1 Third Tag Indicator
Y = Tag was applied in addition to the standard railcar tags.
N= Tag replaced one of the standard railcar tags.
DYI17 3 Longitudinal Impact G Force Measurement (tenths of a G)
DYI18 3 Longitudinal Impact DV Measurement (tenths of an mph)
ver1.0 K–211 2/1/03

S-918A

Ref Size Field
DYI19 1 Vertical Impact Alarm
0 = No alarm
1 = Vertical/Lateral impact exceeded threshold 1
DYI20 1 Lateral Impact Alarm
0 = No alarm
1 = Vertical/Lateral impact exceeded Threshold 1
DYI21 1 Digital Input Alarm
10= No alarm
1 = Digital Input Alarm 1 detected
20= No alarm
30= No alarm
40= No alarm
DYI25 1 Temperature Alarm
0 = No alarm
1 = Temperature exceeded threshold
2.7.6 Examples
DYI 030 R ATSF 0000089025 K 00 12 0 2 010 950401 0732 08 1 0 N 010 040 1 2 0 0 0 0 0

DYI 067 R ATSF 0000700371 K 00 11 0 1 008 950403 1744 01 1 1 N 020 080 2 3 0 0 0 0 1
2.8 DYR—Dynamic Refrigerator

2.8.1 Description
This segment contains information reported by dynamic refrigerator tags found on refrigerator
units. These units can be attached to railcars, containers, and trailers. Information such as fuel
and temperature levels and status indicators are reported. One DYR segment is reported for each
dynamic refrigerator tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix G.
2/1/03 K–212 ver1.0

S-918A

Ref Field Type Size
DYR00 Segment ID AN 3
DYR01 Sequence Number N 3
DYR02 Equipment Group Code A 1
DYR03 Owner Code A 4
DYR04 Owner Equipment Number N 10
DYR05 Tag Detail Status A 1
DYR06 Hand Shakes Antenna 0 N 2
DYR07 Hand Shakes Antenna 1 N 2
DYR08 Alarm Flags Reported A 1
DYR09 Major Alarm Flag A 1
DYR10 Microprocessor Fault Flag A 1
DYR11 Sensor Fault Flag A 1
DYR12 High Discharge Pressure Flag A 1
DYR13 Electrical Cntrl Sys. Shutdown Flag A 1
DYR14 Low Refrigerant Cap. Shutdown Flag A 1
DYR15 Low Engine Oil Pressure Shutdown Flag A 1
DYR16 High Engine Water Temperature Flag A 1
DYR17 Out of Range Product Temperature Flag A 1
DYR18 Refrigeration Unit Operating Mode A 1
DYR19 Recent Defrost Flag A 1
DYR20 Volume of Fuel in Tank A 1
DYR21 Return Air Temp. N 5
DYR22 All Door Seals Are Intact A 1
DYR23 Communication Status Indicator N 1

Ref Size Field
DYR00 3 Segment ID: “DYR“
DYR01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
DYR02 1 Equipment Group Code (See Appendix A, paragraph 1.0 for codes.)
DYR03 4 Owner Code (Standard Carrier Alpha Code)
DYR04 10 Owner Equipment Number (sent with leading zeros)
DYR05 1 Tag Detail Status
E = Equipment group code error
H= Performance
K = OK
M= Miscellaneous/multiple errors
O= Orientation error
W= Window violation
? = Other.
DYR06 2 Hand Shakes Antenna 0 (99 = 99 or more)
DYR07 2 Hand Shakes Antenna 1 (99 = 99 or more)
ver1.0 K–213 2/1/03

S-918A

Ref Size Field
DYR08 1 Alarm Flags Reported
Y = Yes
N= No
X = Cannot detect
DYR09 1 Major Alarm Flag
Y = Yes
N= No
DYR10 1 Microprocessor Fault Flag
Y = Yes
N= No
X = Cannot detect
DYR11 1 Sensor Fault Flag
Y = Yes
N= No
X = Cannot detect
DYR12 1 High Discharge Pressure Flag
Y = Yes
N= No
X = Cannot detect
DYR13 1 Electrical Control System Shutdown Flag
Y = Yes
N= No
X = Cannot detect
DYR14 1 Low Refrigerant Capacity Shutdown Flag
Y = Yes
N= No
X = Cannot detect
DYR15 1 Low Engine Oil Pressure Shutdown Flag
Y = Yes
N= No
X = Cannot detect
DYR16 1 High Engine Water Temperature Flag
Y = Yes
N= No
X = Cannot detect
DYR17 1 Out of Range Product Temperature Flag
Y = Yes
N= No
X = Cannot detect
DYR18 1 Refrigeration Unit Operating Mode
X = Cannot detect
1 = Low capacity cool
2 = High capacity cool
3 = Heat
4 = Null (satisfied)
5 = Defrost
6 = Power off
7 = Alarm shutdown
2/1/03 K–214 ver1.0

S-918A

Ref Size Field
DYR19 1 Recent Defrost Flag
Y = Yes
N= No
X = Cannot detect
DYR20 1 Volume of Fuel in tank (0–8 / x) in 1/8 units
DYR21 5 Return Air Temperature/product temperature for cryogenic (Range is –30 °C to +32.5 °C in 1/4 °C
increments.)
DYR22 1 All Door Seals Are Intact
Y = Yes
N= No
X = Cannot detect
DYR23 1 Communication Status Indicator
0 = Communication fault
1 = OK
2.9 ALM—Alarm Tag

2.9.1 Description
This segment contains information about various alarms occurring on the equipment carrying
alarm tags. These tags are not active until the alarming condition occurs. Alarming conditions cur-
rently include cushioning device failures and open doors. One ALM segment is sent for each alarm
tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix J.
Ref Field Type Size
ALM00 Segment ID AN 3
ALM01 Sequence Number N 3
ALM02 Equipment Group Code A 1
ALM03 Owner Code A 4
ALM04 Equipment Number AN 10
ALM05 Tag Detail Status A 1
ALM06 Third Tag A 1
ALM07 Alarm Code N 4
ver1.0 K–215 2/1/03

S-918A

Ref Size Field
ALM00 3 Segment ID: “ALM“
ALM01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
ALM02 1 Equipment Group Code (See Appendix A, paragraph 1.0 for codes.)
ALM03 4 Owner Code (Standard carrier alpha code)
ALM04 10 Equipment Number (sent with leading zeros)
ALM05 1 Tag Detail Status
K = OK
H= Performance
W= Window violation
? = Unknown problem with tag
ALM06 1 Third Tag (Y/N)
ALM07 4 Alarm Code
0 = No Alarm
1 = Draft Gear Cushioning Unit Low Pressure—“A” End
2 = Draft Gear Cushioning Unit Low Pressure—“B” End
3 = Door Open
4 = Draft Gear Cushioning Unit Defective—“A” End
5 = Draft Gear Cushioning Unit Defective—“B” End
6–4095 = Reserved
2.10 GEN—Generator Set

2.10.1 Description
This segment contains information electronically gathered from electricity generators carried by
railcars, containers, and trailers. Information reported includes energy consumption (fuel and kilo-
watt hours), generator voltage, how the equipment is mounted, as well other diagnostic indicators.
One GEN segment is reported for each generator set tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix L.
2/1/03 K–216 ver1.0

S-918A

Ref Field Type Size
GEN00 Segment ID AN 3
GEN01 Sequence Number N 3
GEN02 Equipment Group Code A 1
GEN03 Owner Code A 4
GEN04 Owner Equipment Number AN 10
GEN05 Tag Detail Status A 1
GEN06 Hand Shakes Antenna 0 N 2
GEN07 Hand Shakes Antenna 1 N 2
GEN08 Mounting Code N 1
GEN09 Tare Weight N 5
GEN10 Fuel Capacity N 2
GEN11 Voltage N 1

Ref Size Field
GEN00 3 Segment ID—“GEN“
GEN01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
GEN02 1 Equipment Group Code ( See Appendix A, paragraph 1.0 for codes.)
GEN03 4 Owner Code (Standard carrier alpha code)
GEN04 10 Owner Equipment Number
GEN05 1 Tag Detail Status
H= Performance
K = OK
M= Miscellaneous / multiple errors
W= Window violation
? = Other
GEN06 2 Hand Shakes Antenna 0 (99 = 99 or more)
GEN07 2 Hand Shakes Antenna 1 (99 = 99 or more)
GEN08 1 Mounting Code
0 = Not Used / Other
1 = Underslung
2 = “Clip On” (Nose Mount)
3 = Nitrogen Clip
4–7 = Reserved for Future Use
GEN09 5 Tare Weight (Pounds or Kilograms)
ver1.0 K–217 2/1/03

S-918A

Ref Size Field
GEN10 2 Fuel Capacity
0 = Not Used
1 = 150 liters or less
2 = 151–190 liters
3 = 191–230 liters
4 = 231–270 liters
5 = 271–310 liters
6 = 311–350 liters
7 = 351–390 liters
8 = 391–430 liters
9 = 431–470 liters
10= 471–510 liters
11= 511–550 liters1
2 = 551–590 liters
13= 591–630 liters
14= 631–670 liters
15= More than 670 liters
GEN11 2 Voltage
0 = Not used / Other
1 = 230 volts
2 = 460 volts
3–7=Reserved
2.11 HAT—Railcar Cover

2.11.1 Description
This segment contains information about covers that are used on railcars. Information such as
cover type, length, and how the cover is fastened to the railcar is reported. There can be multiple
covers on each railcar. One HAT segment is reported for each railcar cover tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix I.
Completed
2/1/03 K–218 ver1.0

S-918A

Ref Field Type Size
HAT00 Segment ID AN 3
HAT01 Sequence Number N 3
HAT02 Owner Code A 4
HAT03 Owner Equipment Number N 10
HAT04 Length N 3
HAT05 Tag Status A 1
HAT06 Tag Detail Status A 1
HAT07 Handshakes Antenna 0 N 2
HAT08 Handshakes Antenna 1 N 2
HAT09 Cover Type N 2
HAT10 Date Built or Rebuild N 3
HAT11 Insulated? A 1
HAT12 Fitting Code/Lifting Bracket N 1
HAT13 Owner Code of Associated Railcar A 4
HAT14 Equipment # of Associated Railcar N 10

Ref Size Field
HAT00 3 Segment ID: “HAT“
HAT01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
HAT02 4 Owner Code. Standard Carrier Alpha Code as read from the tag. Blank if not tagged.
HAT03 10 Owner Equipment Number as read from the tag. Zero if not tagged.
HAT04 3 Length (feet or decimeters)
HAT05 1 Tag Status. Indicates possible problems with tag placement on the vehicle.
N= No tag read
? = Other
HAT06 1 Tag Detail Status. Indicates any other tag-related problems (such as tag programming, etc.)
K = OK
platform code.
M= Multiple errors
? = Other
ver1.0 K–219 2/1/03

S-918A

Ref Size Field
HAT07 2 Handshakes Antenna 0 (99 = 99 or more)
HAT08 2 Handshakes Antenna 1 (99 = 99 or more)
HAT09 2 Cover Type
0 = 1 piece fiberglass
1 = 1 piece steel
2 = High profile steel
3 = First on—fiberglass—internal rib
4 = First off—fiberglass—internal rib
5 = First on—fiberglass—external rib
6 = First off—fiberglass—external rib
7 = First on—fiberglass—high profile
8 = First off—fiberglass—high profile
9 = First on—steel
10= First off—steel
11-14 = Reserved for future definition by AAR
15= Other
HAT10 2 Date Built or Rebuild (Optional)
0 = Not used 9 = 1979 18 = 1988
1 = 1971 or earlier 10 = 1980 19 = 1989
2 = 1972 11 = 1981 20 = 1990
3 = 1973 12 = 1982 21 = 1991
4 = 1974 13 = 1983 22 = 1992
5 = 1975 14 = 1984 23 = 1993
6 = 1976 15 = 1985 24 = 1994
7 = 1977 16 = 1986 25 = 1995
8 = 1978 17 = 1987 26 = 1996
HAT11 1 Insulated?
Y = Yes
N= No
HAT12 1 Fitting Code/Lifting Bracket
0 = C hooks
1 = Clamp device
2 = Electric coil grab
3 = Mechanical coil grab
4 = Multiple capability—electric, mechanical, and “C” hooks
5–6 = Reserved for future definition by AAR
7 = Other
HAT13 4 Owner Code of Associated Railcar (Optional)
HAT14 10 Owner Equipment Number Associated Railcar (Optional)
2/1/03 K–220 ver1.0

S-918A
2.12 TST—Test Tag

2.12.1 Description
This segment is used to report the occurrence of a test tag on a train. Test tags are used for non-
standard applications, such as development and testing. The information in the tag is defined by
the application that programmed it.
None.
Ref Field Type Size
TST00 Segment ID AN 3
TST01 Sequence Number N 3
TST02 Raw Tag Data AN 40

Ref Size Field
TST00 3 Segment ID: “TST“
TST01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
TST02 40 Raw Tag Data. Unconverted information from the tag.
2.13 XAC—Acoustic Interface

2.13.1 Description
This segment contains data pertaining to wheel bearing problems, as reported by an acoustic bear-
ing detector. The segment provides information necessary to pinpoint exactly where the defective
bearing is on which car of the train. One XAC segment is reported for each bearing defect indi-
cated by the acoustic bearing detector unit.
None.
ver1.0 K–221 2/1/03

S-918A

Ref Field Type Size
XAC00 Segment ID AN 3
XAC01 Sequence Number N 3
XAC02 Side Indicator A 1
XAC03 Axle Number from Front of Train N 5
XAC04 Axle Number from Lead of Car N 2
XAC05 Cross-Check Status A 1
XAC06 Exception Message A 16
XAC07 Spun Cone Status A 1
XAC08 Spalled Bearing Status A 1
XAC09 Brinnelled Bearing Status A 1

Ref Size Field
XAC00 3 Segment ID: “XAC“
XAC01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
XAC02 1 Side Indicator
N= Near Rail
F = Far Rail
XAC03 5 Axle Number from Front of Train. Target axle counting from the first axle of the train. First axle = 1.
XAC04 2 Axle Number from Lead of Car. Target axle counting from the leading axle of the car.
XAC05 1 Cross-Check Status
C= Vehicle sequence mismatch. Vehicle sequence reported by detector is different from local vehi-
cle sequence.
A = Axle count mismatch. Total axle count reported for the train differs from local unit to detector.
XAC06 16 Exception Message. Text message reported by detector indicating condition flagged.
XAC07 1 Spun Cone Status
A = “A” threshold defined by detector unit was met or exceeded.
B = “B” threshold defined by detector unit was met or exceeded.
C= “C” threshold defined by detector unit was met or exceeded.
D= “D” threshold defined by detector unit was met or exceeded.
E = “E” threshold defined by detector unit was met or exceeded.
XAC08 1 Spalled Bearing Status
XAC09 1 Brinnelled Bearing Status
2/1/03 K–222 ver1.0

S-918A
2.14 XFW—Wheel Impact

2.14.1 Description
This segment contains data pertaining to wheel defects, as reported by a wheel impact load detec-
tor. The segment provides information necessary to pinpoint exactly where the wheel defect is on
which car of the train. One XFW segment is reported for each wheel defect indicated by the detec-
tor unit.
None.
Complete.
Ref Field Type Size
XFW00 Segment ID AN 3
XFW01 Sequence Number N 3
XFW02 Side Indicator A 1
XFW03 Axle Number from Front of Train N 5
XFW04 Axle Number from Lead of Car N 2
XFW05 Cross-Check Status A 1
XFW06 Exception Message A 16
XFW07 Peak Alarm Status A 1
XFW08 Dynamic Alarm Status A 1
XFW09 Ratio Alarm Status A 1
XFW10 Nominal Hundreds N 6
XFW11 Peak Hundreds N 6
XFW12 Dynamic Hundreds N 6
XFW13 Ratio Hundreds N 6

Ref Size Field
XFW00 3 Segment ID: “XFW“
XFW01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
XFW02 1 Side Indicator
N= Near Rail
F = Far Rail
XFW03 5 Axle Number from Front of Train. Target axle counting from the first axle of the train. First axle = 1.
XFW04 2 Axle Number from Lead of Car. Target axle counting from the leading axle of the car.
XFW05 1 Cross-Check Status
C= Vehicle sequence mismatch. Vehicle sequence reported by detector is different from local vehi-
cle sequence.
A = Axle count mismatch. Total axle count reported for the train differs from local unit to detector.
XFW06 16 Exception Message. Text message reported by detector indicating condition flagged.
ver1.0 K–223 2/1/03

S-918A

Ref Size Field
XFW07 1 Peak Alarm Status
XFW08 1 Dynamic Alarm Status
XFW09 1 Ratio Alarm Status
XFW10 6 Nominal Hundreds. Average wheel impact. Reported in 100-kip units.
XFW11 6 Peak Hundreds. Largest wheel impact. Reported in 100-kip units.
XFW12 6 Dynamic Hundreds. Peak—Nominal. Reported in 100-kip units.
XFW13 6 Ratio Hundreds. Peak/Nominal. Reported in 100-kip units.
2.15 XHB—Hot Box Interface

This segment contains data pertaining to wheel bearings, as reported by a hot bearing detector.
The segment provides information necessary to pinpoint exactly where the defective bearing is on
which car of the train. One XHB segment, or set of XHB segments where axle counts exceeds 26, is
reported for each car and locomotive in the train. The owner code, car number, and axle count will
be supplied from the RRE segment preceding the XHB segment.
None.
Complete.
Ref Field Type Size
XHB00 Segment ID AN 3
XHB01 Sequence Number N 3
XHB02 Counter N 2
XHB03 Exceptions Present N 2
XHB04 First Exception Location AN 4
XHB05 First Alarm Status A 1
XHB06 Bearing Heat Unit of Measure A 1
XHB07 Bearing Heat Display N Variable 4
2/1/03 K–224 ver1.0

S-918A
The XHB segment will be a maximum length of 224 bytes. If any car has more than 26 axles, then
multiple XHB segments must be formatted. The XHB02 counter will be used to identify when mul-
tiple segments are used. The counter will be a sequential number beginning with 1.
Any additional XHB segments for the same RRE will repeat the same fields XHB00, XHB01,
XHB03, XHB04, XHB05, and XHB06. The XHB02 will be incremented by 1 for each XHB segment.
Ref Size Field
XHB00 3 Segment ID: “XHB“
XHB01 3 Sequence Number: Standing order of the vehicle in the train (1 = first)
XHB02 2 Counter: The number of 26-axle sets reported, beginning with 1.
XHB03 2 Exception Present: Number of exceptions detected.
XHB04 4 First Exception Location: First exception location oriented from B end of car or A end of locomotive ( L1
or R1, etc.)
XHB05 1 First Alarm Status
A = Absolute Alarm
C= Car Side Alarm
D= Differential Alarm
P = Pyro Saturation Alarm
S = Simple
W= Warm
T = Train Side
N= None
XHB06 1 Bearing Heat Unit of Measure (above ambient)
F = “F” Fahrenheit
C= “C” Celsius
M= “M” Millimeters
XHB07 Variable 4 Bearing Heat Display XXX.x format with the decimal point implied: entered sequentially as L1, R1–L2,
R2, etc., referenced from the B end of the car. There will be 4 bytes per bearing, the number of bearings
variable.
Note: The XHB07 field contains one 4-byte temperature value for each bearing on the vehicle. The
actual size of the field is calculated using the formula: 4 bytes × 2 bearings per axle × vehicle axle
count.
Examples:
Vehicle Type XHB07 Length

2-axle TTOX car 16 bytes
4-axle vehicle 32 bytes
12-axle articulated car ( five pack ) 96 bytes
26-axle trough car 208 bytes
If the fixed field length option is used, the field width will default to 7920 bytes (allowing a maxi-
mum of 999 axles per car). Nine hundred ninety-nine axles are the maximum numbers of axles
that the current T94 specification will allow (3 digits).
ver1.0 K–225 2/1/03

S-918A
Example 1: Bearing record—Car 50—4 axles—Absolute Alarm bearing R2
ID Sequence Counter Exceptions Loc. Alarm UM

XHB 050 00 01 R02 A F
L1 R1 L2 R2 L3 R3 L4 R4
0300 0310 0280 1800 0350 0370 0210 0340
Example 2: Bearing record—Car 50—4 axles—No exceptions

XHB 050 00 00 000 N F
L1 R1 L2 R2 L3 R3 L4 R4
0300 0310 0280 0650 0350 0370 0210 0340
Example 3: Bearing record—Car 33—12 axles—No exceptions

XHB 033 00 00 000 N F
L1 R1 L2 R2 L3 R3 L4 R4
0300 0310 0280 0650 0350 0370 0210 0340
L5 R5 L6 R6 L7 R7 L8 R8
0300 0310 0280 0650 0350 0370 0210 0340
L9 R9 L10 R10 L11 R11 L12 R12

0300 0310 0280 0650 0350 0370 0210 0340
2.15.6 Examples
AEM0080200005350122602210223070N4125027GGW0E038025030ANFY03809G02020050050092
RRE001DUP 0000009474A GLK0001037006001
XHB0010001R002NF030003100280065003500370021003400300031003600360
RRE002DUP 0000009451A GLK0002037006001
DYL002DUP 0000009160K00010003700000 XXXXXXXX0N
XHB0020001R002NF030003100280065003500370021003400300031003600360
RRE003RTTRX0000370620B GGK0301036004001
XHB0030001R0002NF03000310028006500350037002100340
RRE004RTTAX0000753047A GGK0503035004001
XHB0040001L003NF03000310028006500350037002100340
RRE005RMACX 0000121355A GGK0402033052026
XHB0050106L005NF03000310028006500350037002100340030003100280065003500370021003400300031002800
650035003700210034003000310028006500350037002100340030003100280065003500370021003400300031002
80065003500370021003400250025002600260
XHB0050210L001NF03000310028006500350037002100340030003100280065003500370021003400300031002800
650035003700210034003000310028006500350037002100340030003100280065003500370021003400300031002
80065003500370021003400510051005200520
RRE006RTTAX0000355019A GGP0602033008003
RRE007RCSXT0000620232A GGK0403031012005
EOT020EUPRQ00000270750100K
EOC0000000937
2/1/03 K–226 ver1.0

S-918A
2.16 XHW—Hot Wheel Interface

2.16.1 Description
This section contains data pertaining to wheels as reported by a hot wheel detector. The segment
provides information necessary to pinpoint exactly where the defective wheel is on which car of the
train. One XHW segment, or set of XHW segments where axle count exceeds 26, is reported for
each car and locomotive in the train. The owner code, car number, and axle count will be supplied
from the RRE segment preceding the XHW segment.
None.
Complete.
Ref Field Type Size
XHW00 Segment ID AN 3
XHW01 Sequence Number N 3
XHW02 Counter N 2
XHW03 Exceptions Present N 2
XHW04 First Exception Location AN 4
XHW05 First Alarm Status A 1
XHW06 Wheel Heat Unit of Measure A 1
XHW07 Analysis Method A 1
XHW08 Wheel Heat Display N Variable 4
R

Ref Size Field
XHW00 3 Segment ID: “XHW“
XHW01 3 Sequence Number: Standing order of the vehicle in the train (1 = first)
XHW02 2 Counter: The number of 26-axle sets reported, beginning with 1.
XHW03 2 Exceptions Present : How many exceptions did the car have.
XHW04 4 First Exception Location: First exception location oriented from B end of car or A end of locomotive
XHW05 1 First Alarm Status
A = analog hot wheel alarm
B = analog cold wheel alarm
C= digital hot wheel alarm
D= digital cold wheel alarm
N= None
XHW06 1 Wheel Heat Unit of Measure (above ambient)
F = “F” Fahrenheit
C= “C” Celsius
M= “M” Millimeters
D= “D” Digital Hot / Cold Wheel Detector (No Heat Reading Available)
XHW07 1 Analysis Method
T = “T” Tread Analysis
P = “P” Plate Analysis
ver1.0 K–227 2/1/03

S-918A

Ref Size Field
XHW08 4 Wheel Heat XXX.x format with the decimal point Implied: Entered sequentially as L1, R1–L2, R2, etc.,
referenced from the B end of the car. There will be 4 bytes per wheel, the number of wheels variable.
Note: The XHW08 field contains one 4-byte temperature value for each wheel on the vehicle. The
actual size of the field is calculated using the formula: 4 bytes × 2 wheels per axle × vehicle axle
count.
2.16.6 Examples:
Vehicle type XHW08 Length
2-axle TTOX car 16 bytes
12-axle articulated car ( five pack ) 96 bytes
26-axle trough car 208 bytes
46-axle iron highway car 368 bytes
If the fixed field length option is used, the field width will default to 7920 bytes (allowing a maxi-
mum of 999 axles per car). Nine hundred ninety-nine axles are the maximum numbers of axles
that the current T94 specification will allow (3 digits).
Example 1: Wheel record—Car 50—Analog Hot Wheel alarm—wheel R2—Tread analysis
ID Sequence Counter Exceptions Loc. Alarm UM A/M

XHW 050 00 01 R002 A F T
L1 R1 L2 R2 L3 R3 L4 R4
4750 4900 5100 5400 0100 0090 0070 0140
Example 2: Wheel record—Car 50—No alarm—Tread analysis

XHW 050 00 00 0000 N F T
L1 R1 L2 R2 L3 R3 L4 R4
0100 0090 0070 0140 0100 0090 0070 0140
Example 3: Wheel record—Car 33—12 axles—No exceptions—Tread analysis

XHW 033 00 00 0000 N F T
L1 R1 L2 R2 L3 R3 L4 R4
0100 0090 0070 0140 0100 0090 0070 0140
L5 R5 L6 R6 L7 R7 L8 R8
0100 0090 0070 0140 0100 0090 0070 0140
L9 R9 L10 R10 L11 R11 L12 R12

0100 0090 0070 0140 0100 0090 0070 0140
2/1/03 K–228 ver1.0

S-918A
2.17 XSC—Scale Interface

2.17.1 Description
This segment is used to report car weight information from track scales. One XSC segment is
reported for each message from the scale.
None.
Complete.
Ref Field Type Size
XSC00 Segment ID AN 3
XSC01 Sequence Number N 3
XSC02 Weight Type A 1
XSC03 Weight Status A 1
XSC04 Weight N 8
XSC05 Scale Type A 1
XSC06 Weight Comment AN 11
XSC07 Unit of Measure A 2

Ref Size Field
XSC00 3 Segment ID: “XSC“
XSC01 3 Sequence Number. Standing order of the vehicle in the train (1 = first).
XSC02 1 Weight Type
G= Gross
N= Net
T = Tare
? = Unknown
XSC03 1 Weight Status
K = OK
L = Overload
E = Engine
F = Speed Exceeded Scale Limit
O= Out of synchronization (scale sequence error)
? = Other
XSC04 8 Weight
XSC05 1 Scale Type
C= Coupled in motion
H= Hopper
S = Static
U= Uncoupled in motion
? = Unknown
XSC06 11 Weight Comment
XSC07 2 Unit of Measure
Lb= Pounds
Kg=Kilograms
ver1.0 K–229 2/1/03
S-918A
2.17.6 Examples
XSC 003 G K 00192500 S ________ Lb

XSC 004 G K 00191500 S ________ Lb
XSC 005 G K 00221100 S two draft Lb
XSC 006 G K 00213600 S ________ Lb
XSC 007 G F 00215400 S ________ Lb
XSC 008 G K 00220800 S ________ Lb
XSC 009 G K 00067200 S ________ Lb
2.18 HWD—High/Wide Detector

2.18.1 Description
This segment contains data pertaining to areas of the train that have physical dimensions that
exceed the allowable (as reported by a high/wide detector unit). HWD segments will only be trans-
mitted when exceptions are detected. The owner code, car number, and axle count will be supplied
from the preceding RRE segment.
None.
Complete.
Ref Field Type Size
HWD00 Segment ID AN 3
HWD01 Sequence Number N 3
HWD02 Exception Type A 1
HWD03 Exception Location—Nearest axle AN 4

Ref Size Field
HWD00 3 Segment ID: “HWD“
HWD01 3 Sequence Number: Standing order of the vehicle in the train (1 = first).
HWD02 1 Exception Type—as reported by the defect detector
R= Right Side
L = Left Side
H= High Load
M= Multiple
HWD03 4 Exception Location—Nearest axle and side from B end of car
2.18.6 Example 1: High/Wide record—Car number 50—High Load Alarm—Location R2

ID Car Alarm Location
HWD 050 H R002
High/Wide reporting would be on an exception basis only.
2/1/03 K–230 ver1.0

S-918A
2.19 DED—Dragging Equipment or Low Air Hose Detector

2.19.1 Description
This segment contains information pertaining to areas of the train that have equipment that is
broken or derailed as detected by dragging equipment detectors or low air hoses detected by
impact style detectors located between the rails and approximately 2 in. above the rail. DED seg-
ments will be reported on an exception basis only. The owner code and axle count will be provided
from the preceding RRE segment.
None.
Complete.
Ref Field Type Size
DED00 Segment ID AN 3
DED01 Sequence Number N 3
DED02 Alarm Status A 1
DED03 Exception Location—Car A 1
DED04 Exception Location—Track A 1

Ref Size Field
DED00 3 Segment ID: “DED“
DED01 3 Sequence Number: Standing order of the vehicle in the train (1 = first)
DED02 1 Alarm Status: What type of alarm occurred
A = Low Air Hose
D= Dragging Equipment
DED03 1 Exception Location—Car
A = A end
B = B end
C= Center
M= Multiple
DED04 1 Exception Location—Track
I = Inside—Between the rails
O= Outside—Outside the rails
U= Undetermined
N= Not able to report
M= Multiple Locations—both inside and outside
2.19.6 Example 1: Dragging Equipment record—Car number 50—Low Air Hose Alarm—
A end of car—Inside Track Location
ID Sequence Alarm Location—Car Location—Track
DED 050 A A I
Dragging equipment—Low Air Hose reporting would be on an exception basis only.
ver1.0 K–231 2/1/03

S-918A
2.20 THI—Tag Health Information

2.20.1 Description
This segment contains diagnostic information that allows pinpointing of various tag programming
problems as well as atypical system events. In cases where a tag problem was reported in an RRE,
CEQ, or other segment, this segment provides the information necessary to locate and identify the
cause. Information such as cross-check data, performance data, and system status at the time of
the read are reported. This segment also indicates why a tag was excluded from a consist report (if
not previously reported).
This segment is triggered any time a tag was reported with a problem or (optionally) when the tag
was not used in the consist.
AAR Manual of Standards and Recommended Practices, Standard S-918.
Ref Field Type Size
THI00 Segment ID AN 3
THI01 Sequence Number N 3
THI02 Owner Code A 4
THI03 Owner Equipment Number N 10
THI04 Format Status A 1
THI05 Equipment Group Code Status A 1
THI06 Equipment Group Code (tag) A 1
THI07 Equipment Group Code (calc) A 1
THI08 Axle Count Status A 1
THI09 Axle Count (tag) N 2
THI10 Axle Count (calc) N 2
THI11 Length Status A 1
THI12 Length Reported by Tag (tag) N 4
THI13 Length Calculated Length (calc) N 4
THI14 Platform Status A 1
THI15 Platform Reported by Tag (tag) AN 1
THI16 Platform Calculated (calc) AN 1
THI17 Tag Position Status A 1
THI18 Tag Location A 1
THI19 Side Indicator A 1
THI20 Antenna A 1
THI21 Performance Status A 1
THI22 Handshakes (tag) N 2
THI23 Handshakes (calc) N 2
THI24 Disqualification A 1
THI25 Miscellaneous Status A 1
THI26 External Status A 1
THI27 Movement Status A 1
2/1/03 K–232 ver1.0
S-918A

Ref Size Field
THI00 3 Segment ID: “THI“
THI01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
THI02 4 Owner Code (Standard Carrier Alpha Code)
THI03 10 Owner Equipment Number (sent with leading zeros)
THI04 1 Format Status
K = OK
U= No tag
B = Tag is blank
S = Security is blown
A = ASCII
G= Garbage
N= Non-standard tag type
T = Toll tag type
THI05 1 Equipment Group Code Status
K = OK
X = N/A
W= Wheel/tag mismatch
T = Tag/tag mismatch
B = Both tag and wheel mismatch
THI06 1 Equipment Group Code reported by tag
THI07 1 Equipment Group Code calculated
THI08 1 Axle Count Status
K = OK
X = N/A
B = Both tag and wheel mismatch
THI09 2 Axle Count reported by tag (tag)
THI10 2 Axle Count based on calculation (calc)
THI11 1 Length Status
K = OK
X = N/A
B = Both tags and wheel mismatch
THI12 4 Length Reported by Tag (tag)
THI13 4 Length Calculated Length (calc)
THI14 1 Platform Status
K = OK
X = N/A
B = Both wheel and tag mismatch
THI15 1 Platform Reported by Tag
ver1.0 K–233 2/1/03

S-918A

Ref Size Field
THI16 1 Platform Calculated
THI17 1 Tag Position Status
K = OK
X = N/A
E = Wrong end
S = Wrong side
B = Wrong end and side
W= Out of window
THI18 1 Tag Location
A = A end of car / F end of locomotive
B = A end of car / R end of locomotive
THI19 1 Side Indicator
R= Right
L = Left
X = N/A
THI20 1 Antenna
N= Near antenna
F = Far antenna
THI21 1 Performance Status
K = OK
A = High absolute performance
H= High relative performance
L = Low absolute performance
R= Low relative performance
T = Low performance relative to opposite tag
THI22 2 Handshakes Actual Handshakes Reported (tag)
THI23 2 Handshakes Calculated Handshake Count (calc)
THI24 1 Disqualification
' ' = None
C= Cross talk
A = Alien
D= Duplicate opposite side
E = Duplicate same side
R= Reflections opposite side
S = Reflections same side
X = Extra
F = Format
I = Tier inhibit
Z = Confidence fault
M= Multiple disqualifications
THI25 1 Miscellaneous Status
' ' = None
C= Candidate platform not combined
S = Possible sibyl tag
I = Individual platform tag
M= Mismatched ID
2/1/03 K–234 ver1.0

S-918A

Ref Size Field
THI26 1 External status
' ' = None
T = Intertrack communication failure
I = Interference track is active
THI27 1 Movement Status
2.21 RTD—Raw Tag Data

2.21.1 Description
This segment is used to report raw (unconverted) tag data. One RTD segment is sent for each
unique tag read.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix P.
Complete.
Ref Field Type Size
RTD00 Segment ID AN 3
RTD01 Sequence Number N 3
RTD02 Raw Tag Data AN 40
RTD03 Tier Number N 1
RTD04 Antenna Number N 1

Ref Size Field
RTD00 3 Segment ID: “RTD“
RTD01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first).
RTD02 40 Raw Tag Data. Hexadecimal representation of unconverted information from the tag. See AAR Manual
of Standards and Recommended Practices, Standard S-918, Appendix P.
RTD03 1 Reader Number
0 = Rail equipment tier
1 = Lower intermodal tier
2 = Upper intermodal tier
RTD04 1 Antenna Number
0 = Near antenna
1 = Far antenna
2.21.6 Examples
RTD 2A563541402940224D41463F2139202020202053 0 1
RTD 2A5635414028263A5552472E3131233020202053 0 0
ver1.0 K–235 2/1/03

S-918A
2.22 WRD—Equipment with Atypical Axle Patterns

2.22.1 Description
This segment contains information about rail vehicles that are not part of standard rail equipment
stock or specifically addressed in the AAR Manual of Standards and Recommended Practices,
Standard S-918, Appendix M. These require special algorithms to identify and handle. One WRD
segment is reported for each vehicle in the consist.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix M.
Proposed example for discussion.
Ref Field Type Size

WRD00 Segment ID AN 3
WRD01 Sequence Number N 3
WRD02 Equipment Group Code A 1
WRD03 Owner Code A 4
WRD04 Owner Equipment Number N 10
WRD05 Orientation A 1
WRD06 Reserved AN 1
WRD07 Axle Conversion Code A 1
WRD08 Tag Status A 1
WRD09 Tag Detail Status A 1
WRD10 Hand Shakes Antenna 0 N 2
WRD11 Hand Shakes Antenna 1 N 2
WRD12 Speed of Vehicle N 3
WRD13 Axle Count N 2
WRD14 Platform Count N 2
WRD15 Type Detail Code N 2

Ref Size Field
WRD00 3 Segment ID: “WRD“
WRD01 3 Sequence Number. Standing order of the vehicle in the train. (1 = first)
Note: Sequence number issue depends on how carried equipment. is to be defined.
WRD02 1 Equipment Group Code. Indicates the vehicle type. Based on axles if not tagged.
W= Rail Compatible Multi-Modal Equipment
WRD03 4 Owner Code. Standard Carrier Alpha Code as read from the tag. Blank if not tagged.
WRD04 10 Owner Equipment Number, as read from the tag. Zero if not tagged.
WRD05 1 Orientation. Indicates which end of the car is facing forward.
A = “A” end of a railcar or “F” end of a locomotive
B = “B” end of a railcar (also called the “Brake” end) or “R” end of a locomotive
2/1/03 K–236 ver1.0

S-918A

Ref Size Field
WRD06 1 Reserved for future use.
WRD07 1 Axle Conversion Code. Indicates if there were any problems processing the axle pattern of the vehicle
WRD08 1 Tag Status. Indicates possible problems with tag placement on the vehicle.
M= Mismatched Identification (Owner code and equipment number only). A second WRD contain-
ing the other tag will be sent.
N= No tag read
? = Other
WRD09 1 Tag Detail Status. Indicates any other tag-related problems (such as tag programming, etc.).
K = OK
A = Axle error, number of axles in tag differs from axle pattern.
platform code.
H= Performance, handshakes less than that predicted by AMTECH speed and range guidelines.
W= Window violation, tags applied outside the AAR window for acceptable application.
M= Multiple errors.
? = Other
WRD10 2 Hand Shakes Antenna 0 (99 = 99 or more)
WRD11 2 Hand Shakes Antenna 1 (99 = 99 or more)
WRD12 3 Speed of Vehicle (mph or kph)
WRD13 2 Axle Count
WRD14 2 Platform Count. Total number of platforms for vehicle. Platform count for non-articulated cars is always
1.
WRD15 2 Type Detail Code. Indicates the vehicle sub-type. Based on axles if not tagged.
0 = Data Not Provided
1 = Adapter Car (Stand-alone vehicle to connect Roadrailer to conventional equipment)
2 = Transition Rail Truck (e.g., Coupler Mate—Rail truck used to connect Roadrailer to conven-
tional equipment)
3 = Rail Truck (Bogie)
4 = Rail Compatible Trailer, with Integral Rail Wheels (e.g., Roadrailer Mark IV)
5 = Rail Compatible Trailer, without Integral Rail Wheels (e.g., Roadrailer Mark V)
6 = Bimodal Maintenance-of-Way Equipment
7–9 = Reserved
10= Iron Highway Platform Unit
11= Iron Highway Power Unit
12–63 = Reserved
ver1.0 K–237 2/1/03

S-918A
2.22.6 Examples
RRE 001 D SSW 0000008085 A G GK 07 05 034 006 001

RRE 002 D SP 0000008002 B G GK 06 06 034 004 001
WRD 003 R DTTX 0000072504 B G GP 06 06 034 004 001
WRD 004 R DTTX 0000720134 A G GK 05 06 034 004 001
WRD 005 R DTTX 0000064064 B G MK 00 06 033 004 001
WRD 005 R DTTX 0000064042 B G MK 07 00 033 004 001
WRD 006 R DTTX 0000062313 B G GP 06 07 033 004 001
WRD 007 R DTTX 0000062717 A G GK 06 07 033 004 001
WRD 008 R APLX 0000004824 A G GK 07 07 032 004 001
WRD 009 R SFLC 0000254119 B G GK 07 08 032 004 001
WRD 010 R DTTX 0000054511 B G LK 08 00 032 004 001
WRD 011 R APLX 0000004571 A G GP 00 00 031 004 001
2.23 MMR—Multi Modal Rail Equipment

2.23.1 Description
This segment is used to identify tagged and untagged multi-modal equipment. It provides infor-
mation about where the equipment is in the train, which direction it is facing, and its ID (if
tagged). It also reports any inaccuracies that are seen when processing the equipment. Optionally,
if inaccuracies are seen, the MMR segment will be followed by a segment that details what the
problems are. (See THI segment). At least one MMR will be sent for each piece of equipment on the
train, tagged or untagged. A second MMR will be sent in situations where two tags are found on
the same equipment, but the ID is different between them (called an ID mismatch). Position num-
ber will be the same for both tags. An RRE segment is always the first segment reported for each
piece of equipment or groups of equipment. The MMR will associate the multi-modal rail equip-
ment to the RRE sharing a common sequence number while being reported in the order identified,
indicated by the position number.
AAR Manual of Standards and Recommended Practices, Standard S-918, Appendix M.
Complete.
2.23.4 Segment Summary (page 1 of 2)
Ref Field Type Size
MMR00 Segment ID AN 3
MMR01 Sequence Number N 3
MMR02 Equipment Group Code A 1
MMR03 Owner Code A 4
MMR04 Owner Equipment Number N 10
MMR05 Orientation A 1
MMR06 Type Detail Code N 2
MMR07 Axle Conversion Code A 1
MMR08 Tag Status A 1
MMR09 Tag Detail Status A 1
MMR10 Hand Shakes Antenna 0 N 2
MMR11 Hand Shakes Antenna 1 N 2
MMR12 Speed of Equipment N 3
MMR13 Axle Count N 3
2/1/03 K–238 ver1.0
S-918A
2.23.4 Segment Summary (page 2 of 2)

Ref Field Type Size
MMR14 Platform Count N 3
MMR15 Position Number N 3

Ref Size Field
MMR00 3 Segment ID: “MMR“
MMR01 3 Sequence Number
MMR02 1 Equipment Group Code. Indicates the vehicle type. Based on axles if not tagged
M= Multi Modal
? = Unknown
MMR03 4 Owner Code. Standard Carrier Alpha Code as read from the tag. Blank if not tagged.
MMR04 10 Owner Equipment Number, as read from the tag. Zero if not tagged.
MMR05 1 Orientation. Indicates which end of the equipment is facing forward.
A = “A” front end of trailer
B = “B” door end of trailer
U= Undetermined (appropriate for transition rail trucks and rail trucks)
MMR06 2 Type Detail Status
0 = Data not provided
1 = Adapter car
2 = Transition Rail Truck
3 = Rail Truck
4 = Trailer, with rail wheels
5 = Trailer, without rail wheels
6 = Bimodal Maintenance-of-Way Equipment
7–9 = Reserved
10= Iron Highway Platform Unit
11= Iron Highway Power Unit
12–63 = Reserved
MMR07 1 Axle Conversion Code. Indicates if there were any problems processing the axle pattern of the vehicle
MMR08 1 Tag Status. Indicates possible problems with tag placement on the equipment.
N= No tag read
? = Other
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Ref Size Field
MMR09 1 Tag Detail Status. Indicates any other tag-related problems (such as tag programming, etc.).
K = OK
platform code.
M= Multiple errors
? = Other
MMR10 2 Hand Shakes Antenna 0 (99 = 99 or more)
MMR11 2 Hand Shakes Antenna 1 (99 = 99 or more)
MMR12 3 Speed of Equipment (mph or kph)
MMR13 3 Axle Count
MMR14 3 Platform Count. Total number of platforms for equipment. Platform count for non-articulated cars is
always 1.
MMR15 3 Position Number indicating order of equipment per sequence number.
2.23.6 Examples
RRE 001 R 0000 0000000000 A G NK 00 00 034 012 006

MMR 001 M AMTK 0000008002 U 02 G G K 06 06 034 002 001 001
MMR 001 M BNSF 0000072504 A 05 G G K 06 06 034 000 001 002
MMR 001 M AMTK 0000008003 U 03 G G K 05 06 034 002 001 003
MMR 001 M BNSF 0000064064 A 05 G R K 00 06 033 000 001 004
MMR 001 M AMTK 0000008231 U 03 G L K 07 00 033 002 001 005
MMR 001 M BNSF 0000062313 A 05 G G K 06 07 033 000 001 006
MMR 001 M AMTK 0000008675 U 03 G G K 06 07 033 002 001 007
MMR 001 M BNSF 0000004824 A 05 G G K 07 07 032 000 001 008
MMR 001 M AMTK 0000008901 U 03 G G K 07 08 032 002 001 009
MMR 001 M BNSF 0000054511 A 05 G L K 08 00 032 000 001 010
MMR 001 M AMTK 0000008056 U 02 G G K 09 04 031 002 001 011
2.24 SIM—System Integrity Messages

2.24.1 Description
This segment contains the information pertaining to the health of the integrated wayside equip-
ment. Based upon the equipment, checks can be performed both pre- and post-train. There will be
one SIM segment per integrated equipment type.
None.
Complete.
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Ref Field Type Size
SIM00 Segment ID AN 3
SIM01 Equipment Type N 2
SIM02 Manufacturer Code N 3
SIM03 Event Code N 3
SIM04 Text Message AN 64

Ref Size Field
SIM00 3 Segment ID: SIM
SIM01 2 Equipment Type
01= Hot Box
02= Hot Wheel
03= High Wide Detector
04= Dragging Equipment Detector
05= Wheel Impact Load Detector (WILD)
06= Sliding Wheel Detector
07= Rail Stress Module
08= Cold Wheel Detector
09= Scales
SIM02 3 Manufacturer Code
000=Unknown
001=Railroad Built
002=Southern Technologies
003=Harmon
004=Union Switch
005=Salient
006=SAIC
007=SAI
SIM03 3 Event Code
000=System Normal
010=System Integrity Failure
020=System Pre-train Failure
030=System Post-train Failure
SIM04 64 Additional Text: Optional vendor defined free-form text message containing additional details about the
event.
2.24.6 Examples
Format Options: Fixed width fields, space delimiter
SIM 01 001 000 System Normal

SIM 02 005 030 System Post-train Failure
SIM 01 000 010 System Integrity Failure
SIM 03 003 020 System Pre-train Failure
SIM 07 005 010 System Integrity Failure
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2.25 ECR—Environmental Condition Reporting

2.25.1 Description
This segment is intended to facilitate the reporting of environmental conditions. Such conditions
are measured at an AEI site or other wayside device capable of utilizing the T-94 data format. An
ECR report can be triggered by a train passing, a preset timer, or a maintenance report, as well as
when predetermined conditions are met and/or exceeded.
None.
Ref Field Type Size
ECR00 Segment ID AN 3
ECR01 Outdoor Ambient Temperature AN 5
ECR02 Outdoor Ambient Temperature Scale AN 1
ECR03 Indoor Ambient Temperature AN 5
ECR04 Indoor Ambient Temperature Scale AN 1
ECR05 Rail Temperature AN 5
ECR06 Rail Temperature Scale AN 1
ECR07 Ballast Temperature AN 5
ECR08 Ballast Temperature Scale AN 1
ECR09 Wind Speed AN 4
ECR10 Wind Gust AN 4
ECR11 Wind Speed and Gust Scale AN 1
ECR12 Wind Direction AN 3
ECR13 Relative Humidity AN 3
ECR14 Barometric Pressure AN 5
ECR15 Rain in Previous 24 Hours AN 5
ECR16 Rain Scale AN 1
ECR17 Rail Neutral Temperature (RNT) AN 5
ECR18 RNT Scale AN 1
ECR19 Dew Point AN 4
ECR20 Dew Point Scale AN 1
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Ref Size Field
ECR00 3 Segment ID
ECR01 5 Outdoor Ambient Temperature
Range (–100 to +160 degrees)
Resolution (0.1 degrees)
X = Cannot detect
ECR02 1 Outdoor Ambient Temperature Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
ECR03 5 Indoor Ambient Temperature
X = Cannot detect
ECR04 1 Indoor Ambient Temperature Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
ECR05 5 Rail Temperature
X = Cannot detect
ECR06 1 Rail Temperature Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
ECR07 5 Ballast Temperature Range (–100 to +160 degrees)
X = Cannot detect
ECR08 1 Ballast Temperature Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
ECR09 4 Wind Speed
Range (0.0 to 200.0)
X = Cannot detect
ECR10 4 Wind Gust
Range (0.0 to 200.0)
X = Cannot detect
ECR11 1 Wind Speed and Gust Scale
A = Miles per Hour
B = Kilometers per Hour
C= Meters per Second
X = Cannot detect
ECR12 3 Wind Direction
Range (000 to 360)
X = Cannot detect
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Ref Size Field
ECR13 3 Relative Humidity
Range (0 to 100)
Measured as a percentage
X = Cannot detect
ECR14 5 Barometric Pressure
Range (800.0 to 1100.0)
Measured in millibars
X = Cannot detect
ECR15 5 Rain in Previous 24 Hours
Range (0.0 to 1000.0)
X = Cannot detect
ECR16 1 Rain Scale
A = Inches
B = Millimeters
C= Centimeters
X = Cannot detect
ECR17 5 Rail Neutral Temperature (RNT)
X = Cannot detect
ECR18 1 RNT Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
ECR19 4 Dew Point
Range (–40.0 to +212.0 degrees)
X = Cannot detect
ECR20 1 Dew Point Scale
C= Celsius
F = Fahrenheit
X = Cannot detect
2.25.6 Examples
Format Options: Fixed width fields, space delimiter
ECR00100845F00721F01048F00978F02550451A1800251000000011A00976F0412F
2.26 TRK—Track Identifier

2.26.1 Description
This segment is used to supplement the Site ID field in the AEM record when the consist being
reported is a track consist rather than a train consist. It contains the track or zone identifier and
information on the orientation of the vehicles on the track. If the AEM message contains a train
consist, this segment should not be included in the message. Only one TRK segment should be
included in an AEM message, and it can be placed anywhere in the message between the AEM and
EOC segments.
None.
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Ref Field Type Size
TRK00 Segment ID AN 3
TRK01 Location/Circ 7/Station No./Train ID AN 10
TRK02 Yard Identifier AN 2
TRK03 Track Identifier AN 4
TRK04 Zone Identifier AN 2
TRK05 Spot AN 2
TRK06 Consist Orientation A 1
TRK07 Comments AN 40

Ref Size Field
TRK00 3 Segment ID: “TRK“
TRK01 10 Location/Circ 7/Station No./Train ID
TRK02 2 Yard Identifier
TRK03 4 Track Identifier
TRK04 2 Zone Identifier
TRK05 2 Spot
TRK06 1 Consist orientation code. Indicates the direction on the track the consist is reported starting with the
RRE segment with a sequence number of 1.
N= The vehicle consist is reported from north to south
S = The vehicle consist is reported from south to north
W= The vehicle consist is reported from west to east
E = The vehicle consist is reported from east to west
F = Front to back
B = Back to front
TRK07 40 User-defined comments
2.26.6 Example
Format Option: Fixed width fields, space delimiter
TRK00101BNUPOCOI0201100000Fmanual track verification
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2.27 Examples
2.27.1 Example 1: Container Train

AEM 00802 0000001 950327 1021 1023 000 N 410 0002 G G W 0 E 043 038 041 A N F N 05333 G 03 03 018 018 02 26
RRE 001 D UP 0000006338 A G GK 05 03 038 006 001
RRE 002 D UP 0000002521 B G GK 05 05 038 006 001
RRE 003 D CNW 0000008053 B G GK 07 06 038 006 001
RRE 004 R DTTX 0000073724 B G GK 06 06 039 012 005
CEQ 004 I GCEU 0000484271 479 K 00 08 B B B 1 L
CEQ 004 I APLU 0000489220 479 K 00 10 B C T 1 L
CEQ 004 I APLU 0000380152 479 K 00 08 B C B 1 L
CEQ 004 I APLU 0000458171 450 K 00 09 B D B 1 L
CEQ 004 I APLU 0000489649 479 K 00 08 B E B 1 L
CEQ 004 I APLU 0000489115 479 K 00 08 B A B 1 L
RRE 005 R DTTX 0000073046 B G GK 06 07 039 012 005
CEQ 005 I APLS 0000286959 198 K 08 00 B B B 1 R
CEQ 005 I CHAU 0000580157 479 K 02 00 B B T 1 R
CEQ 005 I APLU 0000490172 479 K 10 00 B C B 1 R
CEQ 005 I APLU 0000490198 479 K 00 11 B C T 1 L
CEQ 005 I APLU 0000490132 479 K 09 00 B D T 1 R
CEQ 005 I GCEU 0000484158 479 K 00 09 B D B 1 L
CEQ 005 I APLU 0000490121 479 K 00 09 B E B 1 L
CEQ 005 I APLU 0000485649 479 K 00 08 B E T 1 L
CEQ 005 I APLU 0000488903 479 K 00 10 B A T 1 L
RRE 006 R BN 0000064119 A G GK 06 05 039 012 005
CEQ 006 I APLU 0000459113 450 K 09 00 A A T 4 R
CEQ 006 I APLU 0000490265 479 K 00 08 A E B 4 L
CEQ 006 I APLU 0000455396 450 K 00 08 A E T 4 L
CEQ 006 I GSTU 0000840505 399 K 00 08 A D T 4 L
CEQ 006 I APLU 0000489541 479 K 00 08 A D B 4 L
CEQ 006 I APLU 0000882499 399 K 00 09 A C T 4 L
CEQ 006 I APLU 0000488619 479 K 00 09 A C B 4 L
CEQ 006 I APLS 0000282785 198 K 00 06 A B B 4 L
RRE 007 R DTTX 0000075207 B G RK 06 00 040 012 005
CEQ 007 I APLU 0000460154 450 K 00 08 B B B 1 L
CEQ 007 I APLU 0000702086 399 K 00 09 B D B 1 L
CEQ 007 I APLU 0000488257 479 K 00 07 B D T 1 L
CEQ 007 I TRLU 0000481166 479 K 00 10 B E B 1 L
CEQ 007 I GCEU 0000484487 479 K 00 06 B E T 1 L
CEQ 007 I APLU 0000885244 399 K 00 09 B A B 1 L
CEQ 007 I APLU 0000966465 399 K 00 07 B A T 1 L
RRE 008 R DTTX 0000075306 A G GP 06 06 040 012 005
CEQ 008 I APLU 0000452593 450 K 00 08 A A B 4 L
CEQ 008 I CHAU 0000580254 479 K 00 07 A E T 4 L
CEQ 008 I APLU 0000801000 399 K 00 09 A D B 4 L
CEQ 008 I APLU 0000803338 399 K 00 06 A C B 4 L
CEQ 008 I APLU 0000460395 450 K 00 07 A B B 4 L
CEQ 008 I APLU 0000458324 450 K 00 08 A B T 4 L
RRE 009 R DTTX 0000073375 A G GP 05 06 041 012 005
CEQ 009 I APCU 0000530146 529 K 00 08 A A T 4 L
CEQ 009 I APLU 0000591359 399 K 00 09 A E B 4 L
CEQ 009 I APLU 0000490158 479 K 00 11 A D T 4 L
CEQ 009 I APLU 0000704491 399 K 00 07 A C B 4 L
CEQ 009 I APLU 0000490144 479 K 00 09 A B B 4 L
RRE 010 R DTTX 0000056133 A G GK 06 07 041 004 001
RRE 011 R DTTX 0000720355 B G GP 06 06 041 012 005
CEQ 011 I APLU 0000489103 479 K 00 08 B B B 1 L
CEQ 011 I GSTU 0000864040 399 K 00 08 B B T 1 L
CEQ 011 I APLU 0000142586 399 K 00 08 B C T 1 L
CEQ 011 I APLU 0000481895 479 K 00 08 B C B 1 L
CEQ 011 I APLU 0000455731 450 K 00 09 B D B 1 L
CEQ 011 I APLU 0000451517 450 K 00 08 B E B 1 L
CEQ 011 I APLU 0000124997 399 K 00 09 B A B 1 L
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RRE 012 R DTTX 0000072727 A G GP 05 05 041 012 005

CEQ 012 I APLU 0000484486 479 K 08 00 A A T 2 R
CEQ 012 I APLU 0000893080 399 K 00 08 A A B 2 L
CEQ 012 I APLU 0000989214 399 K 00 10 A E T 2 L
CEQ 012 I APLU 0000118340 399 K 00 07 A D T 2 L
CEQ 012 I APLU 0000458071 450 K 00 09 A C B 2 L
CEQ 012 I APLU 0000458318 450 K 00 08 A C T 2 L
CEQ 012 I APLU 0000485165 479 K 00 07 A B B 2 L
CEQ 012 I APLU 0000489958 479 K 00 08 A B T 2 L
RRE 013 R DTTX 0000073442 B G GK 06 06 042 012 005
CEQ 013 I APLU 0000461066 450 K 00 10 B B T 1 L
CEQ 013 I TRLU 0000428620 399 K 00 07 B B B 1 L
CEQ 013 I APLU 0000482121 479 K 00 09 B C T 1 L
CEQ 013 I APLU 0000485093 479 K 00 09 B D B 1 L
CEQ 013 I ICSU 0000160488 399 K 00 08 B E T 1 L
CEQ 013 I APLU 0000450813 450 K 00 09 B A T 1 L
RRE 014 R DTTX 0000072035 B G GP 06 06 042 012 005
CEQ 014 I APLU 0000891451 399 K 08 00 B B B 1 R
CEQ 014 I APLU 0000490050 479 K 07 00 B B T 1 R
CEQ 014 I APLU 0000452745 450 K 00 08 B C T 1 L
CEQ 014 I APLU 0000451981 450 K 00 08 B C B 1 L
CEQ 014 I APLU 0000701470 399 K 06 00 B D T 1 R
CEQ 014 I APLU 0000380169 479 K 07 00 B D B 1 R
CEQ 014 I CHAU 0000580102 479 K 04 00 B E T 1 R
CEQ 014 I GSTU 0000867918 399 K 00 08 B E B 1 L
CEQ 014 I TRLU 0000481033 479 K 09 00 B A T 1 R
RRE 015 R DTTX 0000074063 A G RK 00 05 042 012 005
CEQ 015 I APLU 0000983297 399 K 00 08 A A B 4 L
CEQ 015 I APLU 0000454799 450 K 00 08 A A T 4 L
CEQ 015 I APLU 0000451526 450 K 00 08 A E B 4 L
CEQ 015 I APLU 0000456112 450 K 00 08 A E T 4 L
CEQ 015 I APLU 0000490014 479 K 00 07 A D B 4 L
CEQ 015 I APLU 0000450593 450 K 00 08 A C B 4 L
CEQ 015 I APLU 0000457470 450 K 00 08 A C T 4 L
CEQ 015 I APLU 0000135870 399 K 00 08 A B B 4 L
CEQ 015 I APLU 0000450707 450 K 00 08 A B T 4 L
RRE 016 R DTTX 0000062108 A G GK 05 06 042 012 005
CEQ 016 I APLU 0000480266 479 K 07 00 A A T 4 R
CEQ 016 I APLS 0000288833 198 K 00 10 A A B 4 L
CEQ 016 I APLU 0000890249 399 K 08 00 A E T 4 R
CEQ 016 I TRLU 0000225350 200 K 07 00 A E B 1 R
CEQ 016 I APLS 0000279344 200 K 00 08 A D B 4 L
CEQ 016 I APLS 0000283696 198 K 00 05 A D B 1 L
CEQ 016 I APLU 0000490017 479 K 07 00 A C T 4 R
CEQ 016 I APLS 0000280342 200 K 00 05 A C B 1 L
CEQ 016 I APLS 0000285654 198 K 00 06 A B B 4 L
CEQ 016 I APLS 0000290465 198 K 06 00 A B B 1 R
CEQ 016 I APLU 0000489184 479 K 00 07 A B T 4 L
RRE 017 R DTTX 0000062709 A G GP 05 04 042 012 005
CEQ 017 I APLU 0000980409 399 K 09 00 A A T 4 R
CEQ 017 I APLU 0000456272 450 K 06 00 A D B 4 R
CEQ 017 I APLU 0000453506 450 K 07 00 A C B 4 R
CEQ 017 I APLU 0000460484 450 K 05 00 A C T 4 R
CEQ 017 I APLU 0000881432 399 K 07 00 A B T 4 R
RRE 018 R DTTX 0000064046 A G LK 06 00 043 012 005
CEQ 018 I APLS 0000279614 200 K 09 00 A A B 4 R
CEQ 018 I APLU 0000881823 399 K 06 00 A E T 4 R
CEQ 018 I TRLU 0000428678 399 K 07 00 A D B 4 R
CEQ 018 I APLU 0000802672 399 K 06 00 A C B 4 R
CEQ 018 I APLU 0000982319 399 K 09 00 A B B 4 R
CEQ 018 I APLU 0000486305 479 K 08 00 A B T 4 R
RRE 019 R DTTX 0000062268 A G GP 03 05 042 012 005
CEQ 019 I APLU 0000484971 479 K 08 00 A A T 4 R
ver1.0 K–247 2/1/03

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CEQ 019 I GSTU 0000447978 200 K 08 00 A A B 4 R

CEQ 019 I APLU 0000480183 479 K 07 00 A E T 4 R
CEQ 019 I APLU 0000451009 450 K 09 00 A D T 4 R
CEQ 019 I APLU 0000881397 399 K 08 00 A C B 4 R
CEQ 019 I APLS 0000283606 198 K 08 00 A B B 4 R
CEQ 019 I APLU 0000459795 450 K 06 00 A B T 4 R
RRE 020 R DTTX 0000075875 B G GK 06 06 043 012 005
CEQ 020 I APLU 0000989443 399 K 09 00 B B T 1 R
CEQ 020 I APLU 0000982872 399 K 09 00 B C T 1 R
CEQ 020 I APLU 0000490338 479 K 09 00 B D T 1 R
CEQ 020 I APLU 0000454446 450 K 07 00 B D B 1 R
CEQ 020 I APLU 0000456997 450 K 07 00 B E B 1 R
CEQ 020 I APLU 0000460732 450 K 07 00 B E T 1 R
CEQ 020 I APLS 0000285776 198 K 00 00 B A B 4 R
RRE 021 R DTTX 0000062137 A G GK 05 00 042 012 005
CEQ 021 I APLU 0000126559 399 K 07 00 A E B 4 R
CEQ 021 I APLU 0000450111 450 K 07 00 A E T 4 R
CEQ 021 I APLU 0000486294 479 K 08 00 A D T 4 R
CEQ 021 I APLU 0000883171 399 K 00 00 A D B 4 R
CEQ 021 I APLU 0000452068 450 K 08 00 A C T 4 R
CEQ 021 I APLU 0000488197 479 K 00 00 A B T 4 R
EOT 021 E UPRQ 0000011045 00 00 K
EOC 0000006832
2.27.2 Example 2: Train with Dynamic Locomotive Tags
AEM 00721 0000049 950329 0150 0151 080N4000028 G G E 0 E 040038039A N F N 00706 G04040070070052
RRE 001 D SP 0000008354 A G GK 06 01 038 006 001

RRE 002 D SP 0000009313 A G GK 06 03 038 006 001
RRE 003 D SP 0000008386 A G GK 05 01 039 006 001
RRE 004 D SP 0000008579 B G GK 06 02 039 006 001
RRE 005 R DODX 0000598377 A G GL 06 02 039 006 001
RRE 006 R SPFE 0000457145 A G GP 06 02 039 004 001
RRE 007 R VCY 0000025115 B G LK 00 02 039 004 001
RRE 008 R VCY 0000025229 A G GK 06 02 039 004 001
RRE 009 R VCY 0000025006 A G GK 05 02 039 004 001
RRE 010 R VCY 0000025052 A G GK 08 02 040 004 001
RRE 011 R VCY 0000025351 B G GP 06 00 040 004 001
EOT 011 E SPQ 0000011114 00 00 K
EOC 0000000705
2.27.3 Example 3: Train with Scale Weights
AEM 00721 1234567 950323 0840 0851 060N4100002 G G W 0 E 003002002B N F N 02295 G02020180180082
RRE 001 D SP 0000007614 A G GK 47 24 003 006 001
RRE 002 D SP 0000007134 B G GK 39 25 002 006 001
RRE 003 R SOO 0000075383 B G GK 44 30 003 004 001
XSC 003 G K 00192500
RRE 004 R SP 0000508557 B G GP 51 37 003 004 001
XSC 004 G K 00191500
RRE 005 R TTZX 0000861638 A G GK 42 38 002 004 001
XSC 005 G K 00221100
RRE 006 R TTZX 0000861636 A G GK 40 34 002 004 001
XSC 006 G K 00213600
RRE 007 R TTZX 0000861637 A G GK 42 38 002 004 001
XSC 007 G K 00215400
RRE 008 R TTZX 0000084483 A G GK 42 36 002 004 001
XSC 008 G K 00220800
RRE 009 R GATX 0000015263 B G GP 39 44 002 004 001
XSC 009 G K 00067200
RRE 010 R CNA 0000418647 B G GK 45 40 002 004 001
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XSC 010 G K 00063100

RRE 011 R CSXT 0000161717 B G GK 50 53 002 004 001
XSC 011 G K 00077700
RRE 012 R SP 0000509076 A G GP 73 44 002 004 001
XSC 012 G K 00187700
RRE 013 R SP 0000509605 B G GP 42 26 002 004 001
XSC 013 G K 00188100
RRE 014 R TTZX 0000085959 B G GK 37 31 003 004 001
XSC 014 G K 00220100
RRE 015 R SP 0000508317 A G GP 37 36 003 004 001
XSC 015 G K 00065300
RRE 016 R SP 0000509508 A G GP 40 40 002 004 001
XSC 016 G K 00074000
RRE 017 R SP 0000509721 A G GP 57 22 003 004 001
XSC 017 G K 00075500
RRE 018 R SP 0000508631 A G GP 44 40 002 004 001
XSC 018 G K 00075300
RRE 019 R SP 0000509133 A G GP 48 30 002 004 001
XSC 019 G K 00070200
RRE 020 R SSW 0000024373 B G GP 30 27 003 004 001
XSC 020 G K 00084200
EOT 041 E SPQ 0000011470 00 00 K
EOC 0000002810
2.27.4 Example 4: Train Passing Site with Bad Antenna
AEM 00721 0000029 950403 2331 2333 060Y4000191 G G E 0 E 007006006A N F N 00582 B02020090090044
RRE 001 D SP 0000002727 B G RK 38 00 007 006 001
RRE 002 D SP 0000002741 A G LK 28 00 007 006 001
RRE 003 R GATX 0000047401 B G RK 32 00 007 004 001
RRE 004 R SCPX 0000007081 B G RK 36 00 006 004 001
RRE 005 R UTLX 0000067044 A G LK 38 00 006 004 001
RRE 006 R LRWN 0000002007 B G RK 48 00 006 004 001
RRE 007 R ADN 0000009761 A G LK 37 00 006 004 001
RRE 008 R LRWN 0000001214 A G LK 48 00 006 004 001
RRE 009 R UTLX 0000066062 B G RK 32 00 006 004 001
RRE 010 R UTLX 0000072011 A G LK 41 00 006 004 001
RRE 011 R CHVX 0000288003 A G LP 00 00 006 004 001
EOC 0000000603
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3.0 MAINTENANCE REPORTS

3.1 AMH—AEI Maintenance Header
3.1.1 Description
This is the opening segment for each maintenance report. It provides information to the host such
as who the reporting site is and what time frame the report covers. This is a mandatory segment.
One AMH segment will be sent for maintenance reporting.
None.
Complete.
Ref Field Type Size
AMH00 Segment ID AN 3
AMH01 AAR Billing Code AN 5
AMH02 Site ID AN 7
AMH03 Event Start Date N 6
AMH04 Event Start Time N 4
AMH05 Event Stop Time N 4
AMH06 Time Zone N 3
AMH07 Daylight Savings Time Indicator A 1
AMH08 Data Format Version Number AN 3
AMH09 Sequence Number N 4
AMH10 Software Version Number AN 3
AMH11 Century N 2

Ref Size Field
AMH00 3 Segment ID: “AMH“
AMH01 5 AAR Billing Code. Unique for each owner. First position is 0 (zero) for railroads, and non-0 (non-zero)
for non RRs. Next four positions are standard AAR billing codes for railroads and unique substitutes for
non-railroads.
AMH02 7 Site ID. Unique site ID for each owner
AMH03 6 Event Start Date (YYMMDD)
AMH04 4 Event Start Time (HHMM) (local time)
AMH05 4 Event Stop Time (HHMM)
AMH06 3 Time Zone, GMT plus ##.#, decimal assumed
5 = Eastern
6 = Central
7 = Mountain
8 = Pacific
AMH07 1 Daylight Savings Time Indicator (Y/N)Y = Daylight savings time is in effect
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Ref Size Field
AMH08 3 Data Format Version Number (#.## with . assumed)
First digit = Major change (May not be backwards compatible)
Second digit = Major enhancement (Is backwards compatible)
Third digit = Processing upgrade
AMH09 4 Sequence Number. Incremented after each successful report transaction.
AMH10 3 Software Version Number (#.## with . assumed)
First digit = Major change (May not be backwards compatible)
Second digit = Major enhancement (Is backwards compatible)
Third digit = Processing upgrade
AMH11 2 Century
3.1.6 Examples
AMH 007021234567 950403 1402 0000 060 Y 410 0000 411 19
3.2 MTS—Maintenance Data

3.2.1 Description
This segment provides information about each event recorded by the site status logger. Data
reported includes when the reported event occurred, the event type, and supporting information
about the event. One MTS segment is reported for each message contained in the unit's outgoing
maintenance log.
None.
Severity Level is always “N.” All other fields are complete.
Ref Field Type Size
MTS00 Segment ID AN 3
MTS01 Event Date N 6
MTS02 Event Time N 6
MTS03 Event Code N 4
MTS04 Severity Level A 1
MTS05 Originating Process ID N 3
MTS06 Sequence Number N 4
MTS07 Message AN 20
MTS08 Additional text AN 32
MTS09 Century N 2
ver1.0 K–251 2/1/03

S-918A

Ref Size Field
MTS00 3 Segment ID: “MTS“
MTS01 6 Event Date (YYMMDD)
MTS02 6 Event Time (HHMMSS)
MTS03 4 Event Code. Code used to identify which event occurred.
MTS04 1 Severity Level. Indicates how serious the event was.
N= Normal. Informational only.
W= Warning. Event may affect system operation.
F = Event relates to a system failure.
MTS05 3 Originating Process ID. Code that indicates which APU-102 process reported the event.
MTS06 4 Sequence Number. Indicates the train sequence number to which the event applies.
MTS07 20 Message. Text message used to identify the event.
MTS08 32 Additional Text. Free-form text message containing additional details about the event.
MTS09 2 Century
3.2.6 Examples
MTS 950315 181947 0004 N 001 0002 Presence Startup 00000000 19

MTS 950315 182059 0005 N 001 0002 Presence Clear 00B4002D 19
MTS 950315 182225 0042 N 010 0003 Line Busy ATDTW 555-1212 19
MTS 950315 182225 0038 N 010 0003 Process Idle.... 00008298 19
MTS 950315 182356 0015 N 010 0003 Modem Connected ATDTW 555-1212 19
MTS 950315 182357 0018 N 010 0003 Remote Access Init SPT94C.ACC 19
MTS 950315 182400 0021 N 010 0003 Response Match SP TOPS 19
MTS 950315 182402 0023 N 010 0002 File Xfer Start 00010002.RPT 19
MTS 950315 182408 0024 N 010 0002 File Xfer Comp 00010002.RPT 19
MTS 950315 182419 0051 N 010 0003 Time of Day Update 18:24:30 19
MTS 950315 182419 0081 N 010 0002 Host Time Valid 00000000 19
MTS 950315 182419 0021 N 010 0002 Response Match DATA ACCEPTED 19
MTS 950315 182419 0044 N 010 0002 Data Accepted 00000000 19
MTS 950315 182419 0022 N 010 0002 Remote Access Comp 00000000 19
MTS 950315 182427 0038 N 010 0003 Process Idle.... 00008298 19
3.3 MS—End Of Maintenance
3.3.1 Description
The EMS serves as the terminating segment for the maintenance report. This is a mandatory seg-
ment. The EMS will always be the last segment of the maintenance report.
None.
Complete.
Ref Field Type Size
EMS00 Segment ID AN 3
EMS01 Total Byte Count N 10
2/1/03 K–252 ver1.0

S-918A

Ref Size Field
EMS00 3 Segment ID: “EMS“
EMS01 10 Total Byte Count. The last segment of the maintenance report. Count is from the maintenance header
up to, but not including, this segment.
3.3.6 Examples
EMS 0000000936
ver1.0 K–253 2/1/03

S-918A APPENDIX A
APPENDIX A
TABLES
1.0 DATA VALUES FOR THE EQUIPMENT GROUP CODES (EGC)
Note: See the S-918 document for most current listing.
Value ASCII Character Description T-94 Segment

0 ? Other
1 @ Railcar Cover HAT
2 A Reserved
3 B Reserved
4 C Train Number Tag (Locomotive Variable Data)
5 D Locomotive RRE
6 E End-of-Train Device EOT
7 F Reserved
8 G Generator Set GEN
9 H Reserved
10 I Intermodal Container CEQ
11 J Reserved
12 K Marker Tags
13 L Reserved
14 M Reserved (Formerly Non Revenue Rail)
15 N Reserved
16 O Reserved
17 P Tractor (Power)
18 Q Straight Truck
19 R Railcar (Includes Non-Revenue Railcars) RRE
20 S Dolly
21 T Trailer CEQ
22 U Reserved
23 V Reserved
24 W Rail Compatible Multi-Modal Equipment WRD/MMR
25 X Reserved
26 Y Reserved
27 Z Chassis CEQ
28 [ Passive Alarm Tag ALM
29 \ Reserved
30 ] Reserved
31 ^ Experimental Use / Other RTD
2/1/03 K–254 ver1.0

APPENDIX A S-918A
2.0 UNITS OF MEASUREMENT INFORMATION

The following fields are affected by the unit of measurement as specified:
Segment Field(s) English Units Metric Units

AEM Speed, max, min, avg miles per hour kilometers per hour
AEM Train length feet decimeters
RRE Speed miles per hour kilometers per hour
DYL Volume of fuel 100 gallons 100 liters
DYL Cumulative kW hours 100 HP hours 100 kW hours
CEQ Length feet decimeters
XSC Weight pounds kilograms
3.0 DATA SEGMENTS AND LOOPING STRUCTURE (PAGE 1 OF 3)

Segment Loop level 1 Loop level 2 Loop level 3 Status Comments Max Occurs
AEM 1 1 Required 1
RRE 2 1 1 Optional Begin RRE loop1 999
EOT 2 2 1 Optional 99
ALM 2 3 1 Optional 1
TST 2 4 1 Optional 1
THI 2 5 1 Optional 1
RTD 2 6 1 Optional 99
HAT 2 7 1 Optional 99
DYI 2 8 1 Optional 1
DYL 2 9 1 Optional 9
DYR 2 10 1 Optional 1
RSE 2 11 1 Optional 1
GEN 2 12 1 Optional 99
DED 2 13 1 Optional 1
HWD 2 14 1 Optional 1
XAC 2 15 1 Optional 99
XFW 2 16 1 Optional 1
XHB 2 17 1 Optional 99
XHW 2 18 1 Optional 99
XSC 2 19 1 Optional 1
CEQ 2 20 1 Optional Begin CEQ loop inside of RRE 999
loop
GEN 2 20 7 Optional End of CEQ loop 99
ver1.0 K–255 2/1/03

S-918A APPENDIX A

MMR 2 21 1 Optional Begin MMR loop inside of RRE 999
loop
XHW 2 21 10 Optional End of MMR loop and RRE loop 99
WRD 3 1 1 Optional Begin WRD loop 999
EOT 3 2 1 Optional 99
HAT 3 7 1 Optional 99
DYL 3 9 1 Optional 9
DYR 3 10 1 Optional 1
RSE 3 11 1 Optional 1
GEN 3 12 1 Optional 99
HWD 3 14 1 Optional 1
XHW 3 18 1 Optional 99
XSC 3 19 1 Optional 1
CEQ 3 20 1 Optional Begin CEQ loop inside of WRD 999
loop
GEN 3 20 7 Optional End of CEQ loop 99
MMR 3 21 1 Optional Begin MMR loop inside of WRD 999
loop
2/1/03 K–256 ver1.0

APPENDIX A S-918A

XHW 3 21 10 Optional End of MMR loop and WRD 99
loop
TRK 4 1 1 Optional 1
SIM 5 1 1 Optional 999
EOC 6 1 1 Required 1
Or this can be a health message
AMH 1 1 1 Required Begin AMH loop 999
MTS 1 2 1 Optional 99
EMS 1 3 1 Optional End of AMH loop 1
SIM 2 1 1 Optional 999
EOH 3 1 1 Optional Possibly need to create an End 1
of Health segment
ver1.0 K–257 2/1/03

S-918A APPENDIX A
3.1 Looping Structure Example
AEM00721000006901020110191046080N4000041GGE0E045041043ANFN03391G03030410410190
RRE001DSSW 0000008085A GGK0705034006001
EOT001ESPQ 00000912921200K
RTD2A563541402940224D41463F213920202020205301
DYL001DSSW 0000008085K02000001308192 XXXXXXXX1Y
RSE001W0102011019W0102011020100CF0124
XHB0010001R002NF030003100280065003500370021003400300031003600360
XHW001000000NFT01000090007001400100009000700140
XSC001GK00192500
RRE002DSP 0000008002B GGK0606034004001
RTD2A563541402940224D41463F213920202020205301
DYL002DSP 0000008002K02000001308192 XXXXXXXX1Y
RSE002W0102011020W0102011021100CF0124
XHB0020001R002NF030003100280065003500370021003400300031003600360
XHW002000000NFT01000090007001400100009000700140
XSC002GK00191500
RRE003RDTTX0000072504B GGP0606034004005
RTD2A563541402940224D41463F213920202020205301
DYI003RDTTX0000072504K00120201095040107320810N0100401200000
RSE003W0102011020W0102011021100CF0124
DED003DAI
HWD003RR002
XAC003N00008000 AAA
XFW003N00008000 AAA000001000011000020000004
XHB0030001R0002NF03000310028006500350037002100340
XHW003000000NFT01000090007001400100009000700140
XSC003GK00221100
CEQ003IGCEU0000484271479K0008BBB1L
GEN003IGCEU00004842714K11132010200101
CEQ003IAPLU0000489220479K0010BCT1L
ALM003IAPLU0000489220KN3
DYI003IAPLU0000489220K00110100895040317440111N0200802300001
GEN003IAPLU0000489220K11132010200101
CEQ003IAPLU0000380152479K0008BCB1L
GEN003IAPLU0000380152K11132010200101
CEQ003IAPLU0000458171450K0009BDB1L
GEN003IAPLU0000458171K11132010200101
CEQ003IAPLU0000489649479K0008BEB1L
GEN003IAPLU0000489649K11132010200101
CEQ003IAPLU0000489115479K0008BAB1L
GEN003IAPLU0000489115K11132010200101
WRD004RDTTX0000720134A GGK0506034004001
RSE004E0102011020E0102011021000YD0987
XHB0040001R002NF030003100280065003500370021003400300031003600360
XHW004000000NFT01000090007001400100009000700140
XSC004GK00192500
RRE005R 0000000000A GNK0000034012006
RSE005E0102011020E0102011021000YD0987
XHB0050001R002NF030003100280065003500370021003400300031003600360
XHW005000000NFT01000090007001400100009000700140
XSC005GK00192500
MMR005MAMTK0000008002A 02GGK0606034002001001
MMR005MBNSF0000072504A 05?GP0606034000001002
MMR005MAMTK0000008003? 03GGK0506034002001003
MMR005MBNSF0000064064A 05?GK0006033000001004
MMR005MAMTK0000008231? 03GGK0700033002001005
MMR005MBNSF0000062313A 05?GP0607033000001006
MMR005MAMTK0000008675? 03GGK0607033002001007
MMR005MBNSF0000004824A 05?GK0707032000001008
MMR005MAMTK0000008901? 03GGK0708032002001009
MMR005MBNSF0000054511B 05?LK0800032000001010
2/1/03 K–258 ver1.0

APPENDIX A S-918A
MMR005MAMTK0000008056B 02GGP0904031002001011
RRE006RUP 0000262019B GGP0606034004001
EOT006EGTWQ00000924750017K
ALM006RUP 0000262019KN1
TST0062A563541402940224D41463F2139202020202053
THI006UP 0000262019NKRRK0404K00300030K0101KAXNK1312 A
RTD2A563541402940224D41463F213920202020205301
HAT006BNSF0000097030131GK27060000N0A 0000000000
DYR006RUP 0000262019K1015NNNNNNNNNN4N6Y1
RSE006W0102011020W0102011045100CF0124
GEN006RUP 0000262019K11132010200101
XHB0060106L005NF03000310028006500350037002100340030003100280065003500370021003400
0003100280065003500370021003400300031002800650035003700210034003000310028006500350
03
7002100340030003100280065003500370021003400250025002600260
XHB0060210L001NF03000310028006500350037002100340030003100280065003500370021003400
3000310028006500350037002100340030003100280065003500370021003400300031002800650035
00
37002100340030003100280065003500370021003400510051005200520
XHW006000000NFT01000090007001400100009000700140
XSC006GK00213600
EOC0000000348
ver1.0 K–259 2/1/03

S-918A
CHANGE RECORD SHEET

1.0 2/2003 All Initial release
2/1/03 K–260 ver1.0

3/1/05
Railway Electronics
APPENDIX A
APPENDIX A
REVISED PAGE DATES
Shown below are the current dates applicable to each page of Section K of the AAR Manual of Standards and Recom-
mended Practices. The printed page date is shown in either the lower left or lower right-hand corner of the page. In the
event a new specification, standard, or recommended practice does not include an effective date, the printed page date
will constitute the effective date.
Page Numbers Page Numbers
Front Reverse Front Reverse

Cover—3/1/05 Copyright—3/1/05 K–71—2/1/03 K–72—2/1/03
K–i—2/1/03 K–ii—2/1/03 K–73—2/1/03 K–74—2/1/03
K–iii—3/1/05 K–iv—3/1/05 K–75—2/1/03 K–76—2/1/03
K–v—2/1/03 K–vi—2/1/03 K–77—2/1/03 K–78—2/1/03
K–1—2/1/03 K–2—2/1/03 K–79—2/1/03 K–80—2/1/03
K–3—2/1/03 K–4—2/1/03 K–81—2/1/03 K–82—2/1/03
K–5—2/1/03 K–6—2/1/03 K–83—2/1/03 K–84—3/1/05
K–7—2/1/03 K–8—2/1/03 K–85—2/1/03 K–86—2/1/03
K–9—2/1/03 K–10—2/1/03 K–87—2/1/03 K–88—2/1/03
K–11—2/1/03 K–12—2/1/03 K–89—2/1/03 K–90—2/1/03
K–13—2/1/03 K–14—2/1/03 K–91—2/1/03 K–92—2/1/03
K–15—2/1/03 K–16—2/1/03 K–93—2/1/03 K–94—2/1/03
K–17—2/1/03 K–18—2/1/03 K–95—2/1/03 K–96—2/1/03
K–19—2/1/03 K–20—2/1/03 K–97—2/1/03 K–98—2/1/03
K–21—2/1/03 K–22—2/1/03 K–99—2/1/03 K–100—2/1/03
K–23—2/1/03 K–24—2/1/03 K–101—2/1/03 K–102—2/1/03
K–25—2/1/03 K–26—2/1/03 K–103—2/1/03 K–104—2/1/03
K–27—2/1/03 K–28—2/1/03 K–105—2/1/03 K–106—2/1/03
K–29—2/1/03 K–30—2/1/03 K–107—2/1/03 K–108—2/1/03

K–31—2/1/03 K–32—2/1/03 K–109—2/1/03 K–110—2/1/03
K–33—2/1/03 K–34—2/1/03 K–111—2/1/03 K–112—2/1/03
K–35—2/1/03 K–36—2/1/03 K–113—2/1/03 K–114—2/1/03
K–37—2/1/03 K–38—2/1/03 K–115—2/1/03 K–116—2/1/03
K–39—2/1/03 K–40—2/1/03 K–117—2/1/03 K–118—2/1/03
K–41—2/1/03 K–42—2/1/03 K–119—2/1/03 K–120—2/1/03
K–43—2/1/03 K–44—2/1/03 K–121—2/1/03 K–122—2/1/03
K–45—2/1/03 K–46—2/1/03 K–123—2/1/03 K–124—2/1/03
K–47—2/1/03 K–48—3/1/05 K–125—2/1/03 K–126—2/1/03
K–48.1—3/1/05 K–48.2—3/1/05 K–127—2/1/03 K–128—2/1/03
K–49—2/1/03 K–50—2/1/03 K–129—2/1/03 K–130—2/1/03
K–51—2/1/03 K–52—3/1/05 K–131—2/1/03 K–132—2/1/03
K–53—2/1/03 K–54—2/1/03 K–133—2/1/03 K–134—2/1/03
K–55—2/1/03 K–56—2/1/03 K–135—2/1/03 K–136—2/1/03
K–57—2/1/03 K–58—2/1/03 K–137—2/1/03 K–138—2/1/03
K–59—2/1/03 K–60—2/1/03 K–139—2/1/03 K–140—2/1/03
K–61—2/1/03 K–62—2/1/03 K–141—2/1/03 K–142—2/1/03
K–63—3/1/05 K–63.1—3/1/05 K–143—2/1/03 K–144—2/1/03
K–63.2—3/1/05 K–64—2/1/03 K–145—2/1/03 K–146—2/1/03
K–65—2/1/03 K–64—2/1/03 K–147—2/1/03 K–148—2/1/03
K–65—2/1/03 K–66—2/1/03 K–149—2/1/03 K–150—2/1/03
K–67—2/1/03 K–68—2/1/03 K–151—2/1/03 K–152—2/1/03
K–69—2/1/03 K–70—2/1/03 K–153—2/1/03 K–154—2/1/03
K–261 2/1/03
3/1/05
Railway Electronics
APPENDIX A
Page Numbers Page Numbers

Front Reverse Front Reverse
K–155—2/1/03 K–156—2/1/03 K–251—2/1/03 K–252—2/1/03
K–157—2/1/03 K–158—2/1/03 K–253—2/1/03 K–254—2/1/03
K–159—2/1/03 K–160—2/1/03 K–255—2/1/03 K–256—2/1/03
K–161—2/1/03 K–162—2/1/03 K–257—2/1/03 K–258—2/1/03
K–163—2/1/03 K–164—2/1/03 K–259—2/1/03 K–260—2/1/03
K–165—2/1/03 K–166—2/1/03 K–261—3/1/05 K–262—3/1/05
K–167—2/1/03 K–168—2/1/03
K–169—2/1/03 K–170—2/1/03
K–171—2/1/03 K–172—2/1/03
K–173—2/1/03 K–174—2/1/03
K–175—2/1/03 K–176—2/1/03
K–177—2/1/03 K–178—2/1/03
K–179—2/1/03 K–180—2/1/03
K–181—2/1/03 K–182—2/1/03
K–183—2/1/03 K–184—2/1/03
K–185—2/1/03 K–186—2/1/03
K–187—2/1/03 K–188—2/1/03
K–189—2/1/03 K–190—2/1/03
K–191—2/1/03 K–192—2/1/03
K–193—2/1/03 K–194—2/1/03
K–195—2/1/03 K–196—2/1/03
K–197—2/1/03 K–198—2/1/03
K–199—2/1/03 K–200—2/1/03
K–201—2/1/03 K–202—2/1/03
K–203—2/1/03 K–204—2/1/03
K–205—2/1/03 K–206—2/1/03
K–207—2/1/03 K–208—2/1/03
K–209—2/1/03 K–210—2/1/03
K–211—2/1/03 K–212—2/1/03
K–213—2/1/03 K–214—2/1/03
K–215—2/1/03 K–216—2/1/03
K–217—2/1/03 K–218—2/1/03
K–219—2/1/03 K–220—2/1/03
K–221—2/1/03 K–222—2/1/03
K–223—2/1/03 K–224—2/1/03
K–225—2/1/03 K–226—2/1/03
K–227—2/1/03 K–228—2/1/03
K–229—2/1/03 K–230—2/1/03
K–231—2/1/03 K–232—2/1/03
K–233—2/1/03 K–234—2/1/03
K–235—2/1/03 K–236—2/1/03
K–237—2/1/03 K–238—2/1/03
K–239—2/1/03 K–240—2/1/03
K–241—2/1/03 K–242—2/1/03
K–243—2/1/03 K–244—2/1/03
K–245—2/1/03 K–246—2/1/03
K–247—2/1/03 K–248—2/1/03
K–249—2/1/03 K–250—2/1/03
2/1/03 K–262

MSRP-K 05

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3/1/05

Association of American Railroads

(See copyright statement next page)

The Association of American Railroads

Copyright © 2005 by the Association of American Railroads (AAR)

ORDERS FOR Publications Department

THIS PAGE LEFT BLANK INTENTIONALLY

Subject Standard Page

THIS PAGE LEFT BLANK INTENTIONALLY

RAILROAD ELECTRONICS STANDARDS

2/1/03 K–1 ver1.0

ver1.0 K–2 2/1/03

Table 1.1 Listing and responsibilities

2/1/03 K–3 ver1.0

2.0 CONFIGURATION MANAGEMENT ORGANIZATION

Safety and Operations MC

Responsible Technical Committee or Task Force

Railway Electronics Task Force

Technical Review Board

TTCI CM Support Staff

Outside Technical Assistance

Fig. 2.1 Configuration management organization for technical approval

ver1.0 K–4 2/1/03

3.0 CONFIGURATION IDENTIFICATION

2/1/03 K–5 ver1.0

2/1/03 K–7 ver1.0

Process for Handling System Problem Reports

SPR is completed and SPR is entered into

TTCI Support Staff REFT member determines SPR is assigned to a TTCI

Yes, major changes

SPR package is prepared RETF meets to act on SPR

Originator & other

What is the Functionality not affected

Changes to functionality or physical dimensions

Fig. 4.1 SPR flow chart

ver1.0 K–8 2/1/03

4.2.1 System Problem Report Processing

2/1/03 K–9 ver1.0

ver1.0 K–10 2/1/03

2/1/03 K–11 ver1.0

SPR Number: ### SPR Name: THIS IS A SAMPLE

Additional Subsystems: For additional affected subsystems.

Fig. A.1 Sample System Problem Report—page 1 of 2

ver1.0 K–12 2/1/03

Affected Amendments: Provided by the TTCI Engineer assigned to the SPR.

Dates will also be saved to mark approval/incorporated statuses.

Fig. A.1 (continued) Sample System Problem Report—page 2 of 2

2/1/03 K–13 ver1.0

SPR Number: SPR Name:

Initiator’s Recommended Repairs: *

Actual Changes made:

Status History: Approval Dates:

Fig. A.2 System Problem Report

ver1.0 K–14 2/1/03

CHANGE RECORD SHEET

2/1/03 K–15 ver1.0

Reaffirmed: 1994; Reprinted: 2000; Revised: 2002

ver1.1 K–16 2/1/03

ver1.1 K–18 2/1/03

2/1/03 K–19 ver1.1

2.2.4 Electrical Guidelines

2/1/03 K–21 ver1.1

2.3.3 Data Reporting Rate