Car Insurance

The fundamental aspects of wheel/rail interaction haven’t changed from year to year. Balancing vehicle behavior with track integrity and friction management remain the mainstays of an optimized wheel/rail system. But the increasing use of wayside and onboard vehicle/track monitoring systems has provided a new vantage point that is enabling railroads to more clearly see the impact that vehicle and track behavior have on each other.

An international gathering of railroaders, researchers, and suppliers at Interface Journal and Advanced Rail Management’s 11th Annual Wheel/Rail Interaction Seminar looked at what railroads are doing to cull the worst-acting vehicles from the fleet before they damage the infrastructure, and to identify vehicle and track conditions–some of which may be “in spec”–that may lead to disaster. Speakers at this year’s seminar focused on the use of technology to manage wheel/rail interaction. They also examined economic issues, including the lingering question of “who benefits/who pays?” for preemptive maintenance measures, particularly as they relate to private car owners.

As part of their mandate to reduce the stress state, the major North American railways have begun planning maintenance based on performance characteristics, rather than on time- and mileage-based maintenance intervals. “We want to identify cars that are behaving badly–those that are generating excessive lateral or vertical loads–before they damage the track, and identify small problems before they turn into big ones,” said Scott Cummings, senior engineer at TTCI.

While railroads and private car owners agree that removing bad-actor cars and high impact wheels is good for all, there is disagreement over the 90-kip (dropping to 80-kip) alarm levels at which impact detectors are set and the consistency of the readings, which can vary depending on the operating speed, lading, and detector location. Another point of contention is that flat or out-of-round wheels that generate high impact loads are often the result of operating practices–poor train handling or failure to release hand brakes. Railroads and private car owners (more than 60% of the North American fleet) are interested in preventive efforts that will generate the biggest bang for the buck. Whose buck, however, remains an issue.

Vehicle/track measurement systems

Vehicle performance, as measured by hotbox, wheel impact load (WILD), acoustic bearing, and truck performance (TPD) detectors, represents the yardstick by which good and bad actors are judged. Identifying fiat or out-of-round wheels by the vertical impact loads measured by WILD systems is fairly straightforward. Failed or failing bearings can be identified by their temperature readings or acoustic signatures. Judging truck performance, which is characterized by axle angle of attack along with lateral and vertical force measurements, is more difficult, however. And identifying the cause(s) of poor truck performance adds further complexity. A warped truck, for example, generates high lateral forces in curves and excessive truck rotational resistance, TTCI’s Cummings said. The latter also can be due to extremely dry centerbowls or improperly set up CCSBs. Because of variability in equipment, some cars simply perform better (or worse) than others.

TTCI identified the bad-actor trucks beyond the 99th percentile at one test site. Of the cars that were inspected and torn down, 60% had obvious defects, such as broken springs, worn wedges, and damaged side bearings–the types of defects that are billable under AAR interchange rules. Another 20% alarmed on safety limits, such as high L/V ratios. The remaining 20% had no obvious defects. But when put back into service, they showed repeated poor performance. This is because trucks may perform differently each time they pass a TPD, depending on factors such as the wheel/rail coefficient of friction or the dynamic activity of the vehicle, which is related to speed, lading, and truck warp position. A truck that is warped on one pass may be knocked square by a switch on the next. This performance “elasticity” is more prominent for the worst-of-worst than for the best-of-best acting trucks. “While good actors are always good, bad actors are sometimes bad, sometimes good,” Cummings said. This has made it difficult to draw trend lines and make predictions about when trucks are in need of repair.

Norfolk Southern incorporated several wayside measuring systems to identify and quantify the effects of hunting–a phenomenon that wears friction components in trucks, contributes to track degradation and damages lading. NS installed a Salient Systems WILD system, a Wayside Inspection Devices’ Truck/Bogie Optical Geometry Inspection (T/BOGI) laser/camera-based system, and a proof-of-concept system from Lynxrail and TTCI that uses wheel proximity sensors to identify hunting motions. Through these tests, NS found that while hunting tends to increase with speed, particularly within the 35-to 50-mph range, there are periods during which vehicles that have become excited may dampen back down. Empty cars are more prone to hunting than loaded cars. Worn trucks are more likely to hunt than new or well-maintained trucks. Friction conditions also play a role.

Brookfield A 17-year-old boy killed when a car fell from the rear of a tow truck and landed on top of him was working as a youth apprentice through Waukesha West High School despite a state law that prohibited him from operating the truck.

Joshua D. Reif of the Town of Genesee was attempting to remove a car from a tow truck when the accident occurred Tuesday evening. He was later pronounced dead at Children’s Hospital of Wisconsin in Wauwatosa.

Reif never should have been operating the truck, said Rose Lynch, communications director for the state Department of Workforce Development.

Wisconsin law prohibits a minor, apprentice or otherwise, from operating a truck over 6,000 pounds and from operating or assisting someone else who is operating a hoisting mechanism, Lynch said.

Tow trucks are over 6,000 pounds and use a hoisting mechanism, she said.

Minors are also prohibited from operating a motor vehicle of any size as part of their regular duties, and they cannot drive at night, Lynch said. A minor should not be operating the truck as part of his regular job, she said.

The accident occurred just before 7 p.m. Tuesday at the impound lot for Dennis’ Service Inc., at 4435 N. 127th St., according to Brookfield police.

A man who answered the phone Wednesday at the Brookfield-based towing company told a reporter that the business would not comment.

Reif’s parents, John and Mary Reif, declined to comment Wednesday, according to a family member who answered the phone at their residence. Waukesha West Principal Douglas Straus said he was unaware that Reif, who was an automotive apprentice receiving credit and pay for the work, would have been prohibited by state law from operating the tow truck and its mechanism.

“We will certainly be reviewing that,” Straus said. “That will certainly be part of our conversation.”

Students in the apprentice program attend classes for half of the school day and then go to their jobs for the remainder of the day, Straus said.

Long a part of program

Reif has been part of the school’s technology program since he was a freshman, receiving the program’s Student of the Month honor just last month, Straus said.

Straus announced Reif’s death Wednesday morning. Counselors and social workers were present for anyone who needed them, he said.

About 40 to 50 students went into the auto shop with instructor Todd Behnke for two hours Wednesday to talk about Reif, Straus said.

Behnke, who set up the apprentice program, did not return a phone call seeking comment.

Reif’s friends posted messages Wednesday on a Web site he set up at myspace.com:

“It wont be the same without you man, many good times you will be truly missed. RIP: 120″

“We miss you, big guy.”

“Josh-You were definetly one of the funniest guys i knew. You made econ. way more interesting…and i will miss you forever because of it. you became a really good friend to me, and i will NEVER forget you…RIP…we all love you. Kate”

Brookfield police, who are investigating the death along with the state Department of Workforce Development and the U.S. Occupational Safety and Health Administration, said a co-worker was at the impound lot and attempted to use the tow truck to lift the car off Reif but was unsuccessful.

The co-worker called 911, and rescue personnel pulled the boy from under the vehicle and brought him to Children’s Hospital of Wisconsin in Wauwatosa, where he was pronounced dead by hospital staff.

OSHA will be examining the equipment, training and overall condition at the scene, said George Yoksas, area director for the federal agency. The agency also will look at any laws related to child labor, he said.

An autopsy late Wednesday showed that Reif died after the weight of the car prevented him from breathing. His death was ruled accidental.

FULTON General Motors Corporation’s “Employee Discount for Everyone” promotion brought a surge of new buyers into area dealerships.

The campaign helped increase the automaker’s U.S. sales for the month of June by 41 percent nationally, GM’s best sales month in 19 years.

To keep the momentum going, GM announced on July 5 it would extend the employee-discount promotion to Aug.

1. The program, which began June 1, was due to expire the day of the extension announcement. The discount is available to any customer who takes delivery of a new 2005 GM car or truck.

The employee discount has attracted buyers who don’t traditionally purchase GM automobiles, says Wesley Morrison, general sales manager for Laqua’s 481 Pontiac, Buick, and GMC Truck Center, LLC, in Fulton.

“We saw a lot of new faces, and took in a lot of late model Fords, Dodges, and imports [as trade-ins],” Morrison says. “[The GM promotion] opened up the showroom to people who might have been brand loyal to someone else.”

The manufacturer’s promotion also brought in many buyers who didn’t necessarily need a new car, but decided to purchase a vehicle while the company was offering a great deal, Morrison says.

“When the program ends, we are going to have a lot of next-to-new trade-ins, which is always nice,” Morrison says.

In June, Laqua’s sold about 60 GM new cars and light trucks, up from about 35 in June 2004, Morrison says.

During the promotion, the cost to buyers was less than the dealer invoice, Morrison explains. GM subsidized the difference for dealerships, which varied on a percentage basis depending on the model and cost of the automobile, Morrison says. GM is spending about $1 billion on the promotion, according to an estimate by CreditSights, Inc., an independent research firm with offices in London and New York City.

GM’s goal was two-fold, Morrison says.

The manufacturer was willing to subsidize dealerships in order to attract new buyers and reduce excess inventory, he says.

Nye Pontiac-GMC in Oneida sold 40 GM vehicles in June, up about 40 percent from the dealership’s May sales total, says Randy Palmer, general sales manager. In June 2004, the dealership sold 18 GM cars and trucks.

Palmer says he saw many current GM-automobile owners decide to make a purchase while the company was offering a deal, Palmer says. “They decided to buy now while the getting was good.”

Nye supplemented GM’s nationwide campaign with some of its own advertising. However, only a small portion of Nye’s $20,000 monthly advertising budget was used to promote the GM sale, according to Palmer.

GM initiated the widespread employeediscount promotion after its U.S. sales in May dropped 6.7 percent from the same period in 2004. GM posted a loss of $1.1 billion in the first quarter of 2005.

Hours after GM announced it was extending the employee discount, Ford Motor Company said it would match its rival’s campaign by launching the “Ford Family Plan.” That promotion, which began July 6, will also end Aug. 1. The Chrysler arm of DaimlerChrysler also joined the employee-discount parade on July 6. Called “Employee Pricing Plus,” the Chrysler promotion lasts until Aug. 1, but excludes some hot-selling car models such as the Chrysler 300.

The competing manufacturers will cut thousands of dollars off sticker prices in an attempt to gain market share.

LAST YEARS CRAFTSMAN TRUCK Series champion, Mike Bliss, has moved up a notch on NASCAR’s ladder to the Busch Series. Taking his place on the Steve Coulter-owned Xpress Motorsports team is Travis Kvapil, who is entering his third year in the series.

Kvapil finished ninth in the 2002 point race after placing a surprising fourth as a rookie. He won a race and scored 10 top-five finishes last year. The Xpress team nearly disbanded in 2001, until Bliss scored a ninth-place finish in a one-off race at South Boston late in the campaign. The team opened 2002 running on a race-to-race basis, starting the year with a last-place finish in the Daytona opener. Bliss quickly turned the team’s fortunes around, however, and led the successful Championship drive.

Kvapil will be up against a few solid veterans contending for the rifle. Ted Musgrave finished second in 2001 and third in 2002 in his two years with Ultra Motorsports. The former Winston Cup driver is now in the best position of his career to win a NASCAR championship. Jason Leffler, who recorded 11 top-10 finishes but no victories in 2002, returns as his teammate.

Expected to join the series full time in 2003 is owner Bobby Hamilton, who takes over the wheel of his No. 4 Dodge after 11 years of Winston Cup competition.

World of Outlaws

Competitors in the Pennzoil World of Outlaws face another year trying to catch Steve Kinser and Danny Lasoski. The pair had an exciting battle for the rifle last year, exchanging the points lead 12 times until an injury forced Lasoski to sit out four races, and opened the door to Kinser’s 17th crown.

Jeff Shepard is planning his return to the Outlaw ranks after a year with the All Stars Circuit of Champions. Shepard will drive David Helm’s No. 11 Vivarin Maxim, replacing Stevie Smith. Shepard won the Outlaw’s Kevin Gobrecht Rookie of the Year Award in 2001, finishing 10th in the point standings while driving for Guy Forbrook. He has two WoO triumphs.

Infiniti Pro Series

The IRL Infiniti Pro Series looks for continued growth in its second season. The biggest news is that inaugural champion AJ. Foyt IV moved up to the IRL IndyCar Series, proving the value of the series as a steppingstone to America’s premier open-wheel division.

The Infiniti Pro Series’ schedule grows from seven to 11 races, with the possibility of a 12th race the night before the Indy 500 at Indianapolis Raceway Park.

Leading the returning drivers is Arie Luyendyk Jr., who moves to Sinden Racing and will be the man to beat for the title.

Other challengers include Ed Carpenter–who moved from Sinden to replace the champion on AJ. Foyt’s team–and Hemelgarn 91/Johnson Motorsports’ Cory Witherill and Aaron Fike, who each won races in 2002.

The top newcomer is Panther Racing’s Mark Taylor, an Englishman who has competed in Formula 3000. It’s also possible that of several IndyCar veterans will enter the series if they cannot find enough sponsorship to compete in the IRL.

NHRAA

While John Force continues to pile up honors in the NHRA Powerade Funny Car Series–he won his 10th consecutive title last year–Ron Capps is ready to make his move to the top. Capps was the last driver to lead Force late in the season–doing so in 1998–and has twice finished second in the championship.

In 2003, his Don Prudhomme-owned team looks to dethrone the champ. “We have a very good idea of what it takes to beat him because we’ve been close a couple of times,” says Capps. “Our motto is, ‘All that matters is the championship.’”

Kenny Bernstein may have hung up his helmet at the end of 2002, but another great from the past will return for limited action this season. The legendary Don Garlits–who began drag racing in 1950–plans to run four races this year in Swamp Rat 34, helping Summit Racing Equipment celebrate its 35th season. Over his career, Garlits has accumulated 17 championships and 144 event victories.

The Grand American Rolex Sports Car Series

The series introduces a lead division in its 2003 season-opening Daytona 24 Hours in February, the Daytona Prototypes. The new class features purpose-built sports coupes. Early manufacturers included Fabcar, Picchio, Multimatic, and Doran, with sports car powers Riley & Scott and Crawford also developing rides. The engine suppliers are Ford, Porsche, Toyota, BMW, Chevrolet, and Maserati.

Brumos Racing got off to a head start with the new cars by testing as early as October, with a driver lineup that includes Hurley Haywood, David Donohue, Mike Borkowski, and J.C. France. Multimatic–whose engines are built by NASCAR legend Robert Yates–counters with Canadian stars Scott Maxwell and David Empringham. Other top drivers include Picchio’s Darren Law and Doran’s Terry Borcheller and Forest Barber.

An interesting aspect of the new class is that the speeds of the cars will be similar to those turned in by the GTS and GT divisions, giving the. sports car series a wide-open battle for the overall victory. Among the veterans joining the series in 2003 is Davy Jones, set for his first regular ride since suffering injuries in a 1997 RL crash at Disney World Speedway. Jones finished second in the 1996
Indianapolis 500 and came back two weeks later to win the 24 Hours of Le Mans. After concentrating on building a go-kart business in Houston over the past few years, the Cortland, N.Y., native is ready to resume his pro racing career.

LAKE BUTLER, Fla. — Seven adopted children from a single household were killed Wednesday when their car was crushed between a truck and a stopped school bus in northern Florida.

The children, ranging from 15 years to 21 months, were alone in the car. The truck hit them from behind, pushing their car into the bus and causing the car to burst into flames, police said.

“It’s a very chaotic scene,” said Lt. Mike Burroughs of the Florida Highway Patrol. “It’s just a mangled, charred mess.”

Everyone in the car was killed, including the 15-year-old girl who was driving illegally. It was unclear why the children were unaccompanied.