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New York Central M-497 “Jet Train”

Donald C. Wetzel

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A Presentation by Donald C. and Ruth Wetzel

• Donald C. Wetzel

▫ New York Central Railroad, 1966:

• Assistant to the Director of Technical Research

• Research Engineer-Mechanical

• Corporate Pilot

• Pilot of M-497 during July 1966 tests

• Ruth Wetzel

▫ Artistic Consultant to the New York Central Railroad

• Prepared preliminary drawings for M-497 streamlining

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M-497 “Jet Train” Feasibility of High-Speed Passenger Service

• Conducted by the New York Central Railroad

• Discussed for two years prior to decision to proceed

• Used existing equipment

▫ Modified to improve aerodynamic stability

▫ Checked and repaired but not otherwise improved

• Used jet engines for propulsion because they were relatively inexpensive and produced 10,000 HP

▫ Not a feasibility test of jet-powered passenger service

• Used existing track from Butler, Indiana, to Stryker, Ohio

▫ 25-mile long straight mainline with adequate vertical clearances

▫ 26+ years old, standard 127 lb., 39 ft. non-welded rails

▫ Inspected to ensure integrity, but no special preparations

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Test Vehicle RDC-3 (Rail Diesel Car) #M-497

• Budd Co., Philadelphia, Model RDC-3

▫ Self-propelled, diesel-powered railcar used in inter-city passenger and mail service

▫ Two crew members

▫ 122,000 lbs. (61 tons) ready-to-run

▫ Easy platform for conversion to jet propulsion for tests

• RDC-3 #M-497

▫ Built by the Budd Co. in January 1953

▫ Used in regular inter-city service for full 13 years prior to the tests

▫ Delivered to Collinwood, Ohio, shops for conversion

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Timeline June-July 1966

• 25 days from notice-to-proceed to first test run:

▫ June 28 • New York Central President Alfred E. Perlman issued the

notice to proceed with conversion of a passenger car, and the tests

▫ July 3 • Ruth Wetzel completes the initial streamlining plan

▫ July 5 • Conversion of #M-497 begins at Collinwood, Ohio, shops

▫ July 23-24 • Two test runs on Saturday, July 23

• One test run and a crew ride on Sunday, July 24

The “A” end of RDC-3 #M-497 as it appeared in regular inter-city service. The three doors were for access to the engineer’s compartment, the Railway Post Office (RPO), and the baggage compartment. Passenger seating was next to the windows. This was the rear of the car after it was converted for the tests. 6

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The builder’s specification sheet for RDC-3 #M-497. It was a typical RDC-3, weighing 61 tons and driven by two diesel engines. M-497 was 13 years old at the time of the tests.

Donald C. Wetzel

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“Jet Train” #M-497 • Wind Tunnel Tests

▫ Used an O-Scale model passenger car with a clay jet pod on top

▫ Conducted tests at Case Western Reserve University, Cleveland

• The Conversion of M-497 ▫ Order to proceed issued by NYC President Perlman on June 28

▫ Conversion started after 4th of July

▫ Removed the seats and other regular-service interior pieces

▫ Fabricated a nose fairing, side and rear panels to aid aerodynamics

▫ Disconnected the diesel engines from the wheels but used them to drive electric and compressed air generators

▫ Mounted two surplus General Electric J-47-19 gas turbines from a B-36 bomber to the top of the RDC

▫ Installed interior supports for the jet engines, a pilot’s control panel in the front, and monitoring instrumentation in the rear

▫ Cylinder-cut and balanced the wheels

• Cost ▫ Estimated: $35,000

▫ Actual: about $100,000 ($300,000 today)

Ruth Wetzel’s pre-construction design for M-497 was completed on July 3rd. She specified front mounting of the jet engines rather than NYC’s proposed rear mounting, and rounded edges for the nose fairing and wheel cutouts. The basic design was validated by wind-tunnel testing at Case Western Reserve University and adopted for the conversion. Ruth Wetzel

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Tom Preisel’s post-construction drawing of M-497. Note the more angular nose fairing and cut-outs around the wheels. Donald C. Wetzel

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New York Central’s Collinwood, Ohio, facility near Cleveland. The long building under the roof-top “box” near the center of the photo was where M-497 was converted. Donald C. Wetzel

Alfred E. Perlman, President of the New York Central Railroad, at the ribbon cutting ceremony opening the research laboratory at Collinwood in 1957. Donald C. Wetzel

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The modification of M-497.

Welders are fabricating the support frame for the fairing. The jet engines have not yet been mounted on top.

The original red and white safety-paint on the car was left in place for the RDC’s return to regular service.

Donald C. Wetzel

This is the nose fairing on M-497 just before painting. The air horn behind the grill was from an E-8 class diesel locomotive. The wide metal plate covers a link that could be used to tow M-497 from the front if necessary. Donald C. Wetzel 14

One of M-497’s regular duties was as a U.S. Mail Railway Post Office (“RPO”). The RPO sign next to the mail door had to be removed since the car was not, temporarily, in U.S. Mail service. Note also that the trucks (wheel assemblies) have been removed to be checked. Donald C. Wetzel

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The masking tape and brown paper mean that it’s time to start painting. The jet engines will be installed on top, just behind the door. Donald C. Wetzel

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The lower side body panels, like the nose fairing, were not part of the original RDC-3. The back of the car was also modified to improve airflow. Donald C. Wetzel

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The surplus General Electric J-47-19 gas turbines arrive from the Air Force. They could produce 10,000 HP. The mounting pod was attached under the wing of the B-36 aircraft in the orientation shown here. It was modified to be mounted upside-down on top of M-497, and the turbines were rotated 180° in the pod. Donald C. Wetzel 18

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Technicians work on the turbines while Don works on the control systems. The conversion was completed in less than twenty days while the regular Collinwood shop crews were on vacation. The plan was to run the engines on diesel fuel, but hotter-burning kerosene was used instead. Donald C. Wetzel

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Ruth Wetzel and four of the Wetzel’s five children pose with M-497 at Collinwood before the conversion was finished.

Donald C. Wetzel

The passenger seats were removed for installation of the heavy vertical support for the twin jet engines on the roof. The engines were canted down 5° in the front to increase down-force on the front of the RDC. Donald C. Wetzel 21

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Don Wetzel working on the control panel in the pilot’s (right-front) seat. In normal service this was the “B” end of the RDC, next to the passenger seating area.

Don was responsible for propulsion and control systems during the conversion.

Donald C. Wetzel

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The pilot’s control panel showing controls and gauges for the right engine. The throttle is the round device at the bottom of the panel.

Gauges included oil, boost and “slot” (fuel injector) pressure, exhaust temperature and percent of engine RPM. The engines could be operated at 1211° F (655° C) continuously, 1319° F (715° C) for up to 30 minutes, and 1598° F (870° C) for two seconds.

The red toggle switch between the top two gauges was the engine emergency shut-off switch.

Note the then-popular “Dymo” stick-on labels. Donald C. Wetzel

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Seats from an Air Force KC-97 “Stratotanker,” an aircraft used for airborne refueling of other planes, were re-upholstered in the NYC shops and installed for the crew.

Donald C. Wetzel

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M-497 normally had one speedometer but was fitted with a second, electronic, unit for the tests. Shown here is the drive for the electronic speedometer. The regular speedometer had to be re-geared for maximum readings of 240 instead of the normal 120 MPH.

The wheels were cylinder cut and balanced, and the trucks were inspected and repaired where necessary, but no other changes were made. Donald C. Wetzel

This is what the jet engine pod looked like after being modified and mounted on top of the RDC. The pod was upside-down compared to its normal mounting on the B-36 bomber. The regular diesel engines in M-497 were disconnected from the trucks for the tests, but an auxiliary chain-drive system was installed that could be used if the jets broke down, which never happened. Donald C. Wetzel 26

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Ray Swanson is checking the height of the fairing above the rails. It was 3”, exactly as called for by the design.

Donald C. Wetzel

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The conversion is nearly complete and M-497 is preparing to leave the Collinwood shops.

Donald C. Wetzel

29 The project team at Collinwood with M-497 just before it was moved to Indiana for the start of testing. Donald C. Wetzel

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Chief Pilot Don Wetzel and M-497 are ready for their first run.

Donald C. Wetzel

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Don Wetzel in the pilot’s seat of M-497. The sign on the door was removed before the runs – there was concern that it might be misinterpreted as a reference to Don instead of the New York Central Railroad.

Donald C. Wetzel

The July 21, 1966, inspection card in the cab of M-497 was unique: it listed the propulsion system as “Turbine Jet, Diesel Auxiliary.” Donald C. Wetzel

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The Test Runs, July 23-24, 1966

Donald C. Wetzel M-497 at Milepost 357, two miles east of Butler, run #1.

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The Test Runs

• Four Runs Planned ▫ Two on Saturday, July 23; two on Sunday, July 24

▫ Starting point at milepost 357 east of Butler, Indiana

▫ End point near milepost 336-337 west of Stryker, Ohio (about 21 miles on the longest run)

• The Actual Runs ▫ Run #1: Car and track checks

Maximum speed 140 MPH for ½ mile

▫ Run #2: Maximum sustained speed 180 MPH for 3.4 miles

Maximum documented speed 183.85 MPH

Maximum undocumented speed 196+/- MPH

▫ Run #3: Maximum sustained speed 140 MPH for 10.9 miles

▫ Run #4: 120 MPH ride for the test crew

The track from Butler to Toledo is the longest double-track mainline in the U.S. The distance from the starting point east of Butler to the finish point west of Stryker is about 21 miles. Speed, track deflection and other measurements were taken by the instrument car at Bryan near the freight depot. A pile of ties was placed across the track near Toledo to derail the RDC should it not be able to stop. DeLorme Street Atlas USA

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The test instrument car (left) and a sleeper car for the crew are shown at Bryan, Ohio, at the freight depot near State Road 15.

Engineer Gary Williamson is setting up one of two microphones that measured sound pressure levels. Both were blown out by M-497.

Donald C. Wetzel

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A view of the inside of the test instrument car that was set up at Bryan to measure and collect data during the runs. Engineers Gary Williamson, Andrea Flagg and others are setting up and testing equipment. Donald C. Wetzel

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Electrical Engineer Andrea Flagg is shown here setting up a barometer in the test instrument car at Bryan. Donald C. Wetzel

The New York Central’s decision makers at Bryan. Left to right: Eric Wolfall, Director of Public Relations, Cleveland; Wayne Hoffman, Executive V. President (in back); Alfred E. Perlman, President; and J.J. Wright, Director of Technical Research. Donald C. Wetzel 39

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M-497 was towed backward to the point about two miles east of Butler behind NYC GP-7 diesel locomotive #5759 and a caboose. Donald C. Wetzel

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M-497 at milepost 357 near County Road 75 east of Butler. All runs were made starting here and running east through Edgerton, Melbern and Bryan to Stryker. Donald C. Wetzel

Technicians and engineers are preparing M-497 for the first run. The man in the white shirt is leaning against milepost 357. The freight train was not supposed to have been here and departed before the run began. When another freight train passed the car later an unsecured piece of equipment hanging from a flatcar almost hit the side of M-497, which was not in motion at the time. Craig Berndt 42

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Seen here through the baggage door are the engineers at the instrument panel in the rear of the RDC where they monitored and recorded data. The red streamers on the side of the car were for airflow analysis. Donald C. Wetzel 43

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Engineer Leo Lombardo was one of three engineers who manned the instrument panel and data recorders in the baggage compartment at the back of M-497. Donald C. Wetzel

M-497 taken from the State Road 576 bridge three miles west of Bryan. During one run someone placed a sheet of plywood on the tracks. It caused no damage. Donald C. Wetzel

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M-497 on run #2, Saturday, July 23, is making the record-setting 183.85 MPH pass through Bryan. The test instrument car and crew are at left. Donald C. Wetzel

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Eastbound M-497 and the support train on one of the sidings at Bryan, probably departing after the runs. The test runs were made on the track at far left. The brick-and-block building was beside M-497 in the previous photo of the record-setting run through Bryan. Charles Willer

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Alfred E. Perlman, President of the New York Central Railroad, in a post-run publicity photo that he autographed for Don.

Perlman rode in the co-pilot’s seat in the front of M-497 during the record-setting run.

Donald C. Wetzel

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This is the record of speeds achieved and the number of miles for which each speed was maintained.

During run #1 a speed of 100+ MPH was maintained for 12.7 miles.

During run #2 the Jet Train ran for 3.4 miles at 180+ MPH and maintained 100+ MPH for 14.8 miles.

During run #3 a speed of 100+ MPH was maintained for 21 miles.

All of the required data was collected during runs 1-3, so there was no run #4 for test purposes.

Donald C. Wetzel

Don’s “flight plan” for run #2 called for 180 MPH at the speed measuring devices at milepost 347 near Melbern, and the power to be cut at MP 346. Donald C. Wetzel

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The first page of the public press release. The full public report was 54 pages long; the confidential internal report was 114 pages.

Donald C. Wetzel

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Test Results

• U.S. Passenger Train Speed Record

▫ Officially 183.85 MPH; actual 196 +/- MPH

▫ Still the U.S. speed record for a passenger train

▫ Did not beat the then-world record 202 MPH set by the French

• M-497

▫ No damage

• The Track

▫ Minor effects but no damage

▫ Ready for regular service immediately

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M-497 After the Tests

• Sent to the Beech Grove (Indianapolis) shops

• M-497 restored to original RDC-3 power and configuration

• Jet engines were removed and installed on a snow blower

• Returned to service in New York State

• Re-numbered by new owner Penn Central Railroad

• #97 in 1968

• #98 in 1969

• Retired in 1977

• Scrapped in 1984

M-497 in storage in 1978 as Penn Central #98. The steel plates that were installed in 1966 on the air intakes to deflect the jet blast are still in place.

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55 Donald Wetzel’s O-scale model of M-497.

The End