terference is important, especially in sensitive
electronic systems such as engine monitoring and
diagnostic sensors. Basic
mechanical
protection of cables,
conductors and contacts is a
standard requirement especially
when frequent mating and unmating
is required, or when cables
are routed through exposed
intercar or undercar
locations. To ensure
rapid and accurate
car linking and cabin
recon gurations,
interconnects must be
easy to couple and
keyed to avoid mis-
mating. Vibration,
shock and connector
decoupling problems
are
also common in rail applications, and
require focused attention when selecting
shell materials and mating technologies.
As passenger and crew safety is
paramountinterconnection systems must
not compound ammability, smoke or toxicity
risks.
But make no mistake: the overriding challenge
is environmental. Rail and transportation systems
represent one of the most challenging environments
for the long-term survivability and reliability of
interconnect cables and assemblies. From high-
speed rail transportation systems to heavy railway
freight lines, the standard daily fare of the rail
industry is one harsh environmental challenge after
another.
Electrical and signal interconnections in rail
car linkages, for example, are subject to signi cant
environmental abuse. Undercar cables, exposed
to splashing, mud, diesel exhaust and high heat,
require extremely robust environmental protection.
Locomotives are brutal testing grounds for cable
systems which are subjected to hot oils, solvents,
and fuel spills, not to mention high heat and other
environmental stress factors. In fact, its fair to say
that the harsh environment of a locomotive engine
compartment is where poorly designed or
minimally protected interconnect cables
go to die.
For this reason, the art of
designing rail industry
interconnect cables
that provide long-life
and value depends
on a comprehensive
understanding of the
environmental stress
factors that can, at a
minimum, diminish performance,
and at their worst lead to complete
system failure. Glenair is expert in
the design of cable, box and conduit
wire protection systems that prevent
environmental damage and ensure longevity
of service. The design and manufacture of
environmentally sealed connectors, backshells and
other components that keep interconnect systems
free of corrosion has been our bread-and-butter
business for over 50 years.
This issue of QwikConnect presents an overview
of the Glenair interconnect technologies that are
speci cally geared for use in rail systems. From the
composite interconnect junction box pictured above,
to our comprehensive family of harsh environment
power and signal connectors, Glenair is perfectly
positioned to address every rail industry interconnect Qwik
Connect

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October 2007
3
challenge. In fact, weve built interconnect cables,
junction boxes and conduit assemblies for virtually
every rail industry sub-system including:

Automatic Train Control (ATC) Systems

High Temperature Engine Controls and Sensors
Speed
Sensors
Diagnostics
Braking
Systems
Antiskid
Systems
Traction
Motors
Converters
Couplers
Pantographs

Electronic Monitoring and Diagnostic Systems

Intracar/Intercar/Undercar Cabling Systems

Radar and Rail Navigation Systems

Radio Communications Systems
Data
Systems

Rail Car Lighting and Security Systems

Climate Control for Passengers and Freight
Battery
Chargers

Door Control Systems

Equipment and System Bonding Systems

Cabin Video, Phone, and Internet Systems
Way-Side
Signaling
Track
Controls

Trackside Safety Systems
Down By the Station: The Explosive
Growth of the Rail Industry
Urban and inter-urban rail transportation
is growing rapidly as cities seek to ease traf c
congestion, reduce highway wear and tear, and curb
air pollution. Freight shipping by rail has grown twice
as fast as trucking since 2002. For example, about
42% of all US freight, some 5 billion ton miles per
day, now moves by train. Fuel ef ciencies and other
cost factors are driving this growth. Diesel fuel was
formerly so cheap that point-to-point trucking had a
huge advantage over rail in freight movement. But in
the past ten years, diesel prices have risen by over
400%. According to the Association of American
Railroads, rail fuel ef ciency has improved 72%
since 1980 when a gallon of diesel moved a ton of
freight an average of 235 miles by rail. By 2001, that
gure increased to 406 miles per gallon. Another
measure of fuel ef ciency, revenue ton-miles per
gallon (RTMG), or fuel consumption associated with
loaded miles, shows Class 1 rail RTMG is four-and-
one-half times better than truck RTMG.
In addition to fuel economy, rail transportations
air quality and pollution emission credentials
are superior to trucking. The US Environmental
Protection Agency (EPA) estimates that a typical
truck emits roughly three times the particulates per
ton-mile than a locomotive. The EPA also notes
that railroads account for less than 5% of total
transportation particulates, even though railroads
Connectors and cables see tough, environmental duty in
rail applications. Poorly sealed products, or those made from
inappropriate materials, can lead directly to system failures.
Urban and inter-urban rail transportation continues to grow
at a steady rate on a worldwide basis. Qwik
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October 2007

4
account for almost half of the nations freight ton-
miles. Of course rail will never entirely replace point-
to-point trucking. But it is clear that rail will continue
to play an increasingly important role in freight
movement.
The ongoing growth of the intermodal
form of freight shipping has contributed to the
recent success in rail freight. In an intermodal
transportation network trains and trucks are
connected in a seamless system which combines the
ef ciency of rail with the convenience and exibility
of trucks. Also called Piggy-back or containerized
shipping, intermodal shipping rates are typically
15% to 20% below trucking for comparable freight
movements. Initially, intermodal freight hauling
consisted of the piggybacking of highway trailers on
atcars (TOFC), which the Southern Paci c Railroad
pioneered in 1953. By 1958 the practice had been
adopted by 42 railroads. By the beginning of the
1980s, U.S. railroads were recording more than two
million piggyback carloadings a year. According
to the Association of American Railroads (AAR),
rail intermodal traf c tripled in the United States
Intermodal shipping combines the ef ciency of trains with
the exibility of trucks.
The latest generation of passenger
trains are as sophisticated as
commercial jets. New locomotive
control panels are as jam-packed
with system controllers, sensors,
gauges, and equipment as any modern
airplane cockpit. The power and signal
linkages within and between cars on
modern commuter trains constitute
one of the more complex interconnect
cabling systems in existence. The
interconnect cables used to service
exterior and interior lighting systems,
passenger and freight climate controls,
and passenger services such as video,
phone and Internet, rival in complexity
those found in the most sophisticated
wide-body passenger plane.
Next Generation Rail Transport
between 1980 and 2002, from 3.1 million trailers
and containers to 9.3 million. In Europe, stricter
railway height restrictions (smaller loading gauge
and structure gauge) and overhead electri cation
prohibit containers from being stacked two high, and
containers are hauled one higheither on standard
atcars or other railroad cars.
Glenair has been selected by the leading
manufacturers of todays most modern metro and
commuter rail systems to supply our complete
range of ruggedized connectors, conduit wire
protection systems, earth bond connectors and
other rail industry interconnect solutions for a broad
range of rail projects and programs.
Qwik
Connect Qwik
Connect

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October 2007
5
Working On the Railroad: Glenair
Commital Connectors and Cables
Are Ready to Roll!
On new rail applications as well as retro ts of
existing rolling stock, manufacturers face contractual
penalties for railway system down-time. Cost-
conscious designers are therefore motivated to
choose interconnects and interconnect cabling
that deliver reliable performance. For this reason,
high-reliability suppliers like Glenairwhose
products take into account the total cost-of-
ownership over the full life of the system
are increasingly sought out
for design assistence and
fabrication.
In addition to our work
designing interconnect
products for new rail
applications, Glenair has
a long track-record
of solving problems
in existing systems
undergoing periodic
mid-life overhauls.
During the overhaul
process designers
sometimes take
the opportunity to
enhance functionality
and improve
performance in
both locomotives
and rail cars. Often
these design improvements
require changes in power and
signal interconnect cables and hardware. When
retro tting existing locomotives, switches, gages,
indicators and sensors must t into existing
control panel real estate. Consequently, overhaul
designers sometimes require reduced inter