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A first technique, developed by Politecnico di Milano, is based on a detailed multi-body model of the trainset and of wheel rail contact, whereas for the turnout structure a simplified finite element model is used.
The articulated nature of the trainset was credited with maintaining stability during the incident and all of the train stayed upright.
By 1955 the Pioneer Zephyr's route had been updated to run between Galesburg, Illinois, and Saint Joseph, Missouri; the trainset had been in continual service since 1934, operating over nearly 3 million miles (4.8 million kilometres).
The objectives of the application of the methodologies proposed are the evaluation of the relative orientation and positions between the carbodies and the appraisal of the feasibility of insertion of the trainset in the geometry of the railroad.
Along the Atchison, Topeka and Santa Fe Railway's (ATSF) "Surf Line," trains consisting of 10-12 former Southern Pacific interurban trailer cars, owned by the U.S. Maritime Commission but bearing ATSF markings, were fitted with conventional knuckle couplers at each end of the trainset and pressed into service to handle the additional passenger loads.
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Conventional Amfleet equipment replaced the trainsets in revenue service.
Amtrak withdrew all the trainsets from service in June 2003 after problems developed with the air-conditioning systems and refused to operate them.
In 2004 New York sued Amtrak in federal court for $477 million, both for not operating the trainsets and for failing to complete track work in the Empire Corridor to permit regular 125 mph operation.
Amtrak replaced one of the trainsets with a conventional locomotive hauling then-new Amfleet coaches in 1976; Turboliner service ended altogether by 1981 as more Amfleet equipment became available.
The B&O conveyed the displaced trainset to the Alton Railroad, where it ran as the Abraham Lincoln for decades.
Amfleet coaches and new conventional diesels replaced both of the Turboliner trainsets in 1975.
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