m:
RECEIVCD
MAY 15 1989
J.E.STALUI6t»
1988 PROCEEDINGS
OF THE
American Railway Engineering Association
VOLUME 89
This volume includes all the material published in AREA Bulletins 714 and 716-718, issued in January, May, October, and Decemt)er 1988.
Copyright ^ 1988
AMERICAN RAILWAY ENGINEERING ASSOCIATION
50 F St., N.W.
Washington, D.C. 20001
OFFICERS 1987-1988 (Current March 14, 1988)
W. B. PETERSON
President
Vice President Production
Soo Line Railroad
S. J. MCLAUGHLIN
Sr. Vice President Asst. V. P. Engineering Union Pacific Railroad
JR. CLARK
Jr. Vice President
Chief Engineer — MoW
Conrail
P. R. RICHARDS
Past President
Chief Engineer
Canadian National Railways
H. G. WEBB
Past President
Chief Engineer
Atchison, Topeka and Santa Fe
W. S. LOVELACE
Treasurer
Asst. Vice President
Engineering and Planning
Norfolk Southern
L. T. CERNY
Executive Director
American Railway
Engineering .Association
DIRECTORS 1987-1988
i^
i^E
|
C. p. DAVIS |
W. B. DWINNELL, III |
D. V. SARTORE |
C. J. BURROUGHS |
|
19861988 |
19871988 |
1985-1988 |
1986-1989 |
|
Chief Engineer |
Chief Engineer |
Chief Engineer-Design |
Chief Engineer |
|
Illinois Central |
Long Island Rail Road |
Burlington Northern |
Denver & Rio Grande Western |
|
C. E. GILLEY |
B. J. GORDON |
G. L. MURDOCK |
R. RUIZ C. |
|
1986-1989 |
1986-1989 |
1986-1989 |
1986-1989 |
|
Asst. Chief Engr -Structures |
Chief Engineering Officer |
Chief Engineer — MoW |
Asst. General Director- |
|
Atchison. Topeka and Santa Fe |
Conrail |
Southern Pacific |
Track and Structures National Railways of Mexico |
|
D. L. BOGER |
E. J. REWUCKI |
D. E. TURNEY, JR. |
|
1987-1990 |
1987-1990 |
1987-1990 |
|
Vice President-Engineering |
Deputy Chief Engineer |
Asst Chief Engineer-Mainl |
|
Chicago & North Western |
CP Rail |
Norfolk Southern |
Numerical Index to Committee Reports
Reports
1 — Roadway and Ballast 4
2 — Track Measuring Systems 6
3 — Ties and Wood Preservation 7
4 — Rail 8, 408, 471
5— Track 10
6 — Buildings 12
7 — Timber Structures 13, 488
8 — Concrete Structures and Foundations 14
9 — Highway-Railway Crossings 16
10 — Concrete Ties 17
1 1 — Engineering Records and Property Accounting 19
12— Rail Transit 20
13 — Environmental Engineering 21, 410
14 — Yards and Terminals 22
15 — Steel Structures 24
16 — Economics of Plant, Equipment
and Operations 26, 301
17— High Speed Rail 331
22 — Economics of Railway Construction
and Maintenance 28, 320, 426
24 — Engineering Education 30, 326, 433
27 — Maintenance-of-Way Work Equipment 32
28 — Clearances 33
32 — Systems Engineering 35
33 — Electrical Energy Utilization 36
34 — Scales 37
Manual/ Portfolio Recom- mendations
40
71 80
83
106
107. 203
124 133
183
189
205
AMERICAN RAILWAY ENGINEERING ASSOCIATION
A
BULLETIN 714 f/^ VOL. 89 (1988)
JANUARY 1988
ROOM 7702
50 F St., N.W.
WASHINGTON, D.C. 20001
U.S.A.
CONTENTS (Details Inside)
In the Mexican Tropics 1
Committee Annual Reports 3
Proposed Manual Changes 39
BOARD OF DIRECTION
1987-1988
President
W. B. Peterson, Vice President — Production, Soo Line Railroad Co., Box 530, Minneapolis, MN 55440
Vice Presidents
S. J. McLaughlin. Assistant Vice President — Engineering, Union Pacific Railroad, 1416 Dodge St., #1000, Omaha. NE 68179
J. R. Clark, Chief Engineer Maintenance of Way, Consolidated Rail Corp., Six Penn Center Plaza, Philadelphia, PA 19104
Past Presidents
P. R. Richards. Chief Engineer, Canadian National Railways, 935 de LaGauchetiere St., West,
Montreal, Que., H3C 3N4, Canada H. G. Webb. Chief Engineer, Atchison, Topeka & Santa Fe Railway, 4100 S. Kedzie Ave., Chicago,
IL 60632
Directors
C. P. Davis. Vice President — Engineering, Illinois Central Gulf Railroad, 233 N. Michigan
Ave., Chicago, IL 60601 W. B. DwinnellIII, Chief Engineer, Long Island Rail Road, Jamaica Station, Jamaica, NY 1 1435
D. V. Sartore, Chief Engineer — Design, Burlington Northern Railroad, 9401 Indian Creek Parkway,
Overland Park, KS 66210-9136 C. J. Burroughs. Chief Engineer, Denver & Rio Grande Western Railroad. Box 5482. Denver, CO 80217
C. E. Gilley. Assistant Chief Engineer — Structures, Atchison, Topeka and Santa Fe Railway, 4100 S.
Kedzie Ave., Chicago, IL 60632 B. J. Gordon. Chief Engineering Officer, Consolidated Rail Corp., Six Penn Center Plaza,
Philadelphia, PA I9I04 G. L. MuRDOCK. Chief Engineer, Southern Pacific Transportation Co., One Market Plaza, Room
1007, San Francisco, CA 94105 R. RuizC, Assistant General Director, Track and Structures, Ferrocarriles Nacionales de Mexico,
AV. Jesus Garcia 140, 9° Piso, Ala "A", Colonia Buenavista, Delegacion Cuauhtemoc, 06538
Mexico D.F., Mexico
D. L. BoGER, Vice President — Engineering. Chicago & North Western Transportation Co.. 165 N.
Canal St., Chicago, IL 60606
E. J. REWUCKi.Deputy Chief Engineer. Canadian Pacific Rail, Windsor Station, Room 401. P.O. Box
6042. Station "A", Montreal, Quebec H3C 3E4, Canada D. E. TuRNEY. Jr. .Chief Engineer — Line Maintenance, Norfolk Southern Corp.. 99 Spring St., S,W., Atlanta. GA 30303
Treasurer
W. S. Lovelace. Asst. Vice President — Engrg. & Planning, Norfolk Southern Corp., 8 N. Jefferson St.. Roanoke. VA 24042
HEADQUARTERS STAFF
Executive Director
Louis T. Cerny. 50 F St., N.W., Washington, D.C. 20001
Manager — Headquarters JUDI Meyerhoeffer, 50 F St.. N.W.. Washington. DC. 2(K)01
Director of Engineering Thomas P. Smithberger, 50 F St.. N.W.. Washington. DC. 20001
American Railway Engineering Association
Bulletin 714
JANUARY 1988
Proceedings Volume 89 (1988)
CONTENTS
In the Tropics (Cover Story) 1
Committee 1987 Annual Reports
Roadway and Ballast (1 ) 4
Track Measuring Systems (2) 6
Ties and Wood Preservation (3) 7
Rail (4) 8
Track (5) 10
Buildings (6) 12
Timber Structures (7) 13
Concrete Structures and Foundations (8) 14
Highway-Rail Crossings (9) 16
Concrete Ties (10) 17
Engineering Records and Property Accounting (11) 19
Rail Transit (12) 20
Environmental Engineering (13) 21
Yards and Terminals (14) 22
Steel Structures (15) 24
Economics of Plant, Equipment, and Operations (16) 26
Economics of Railway Construction and Maintenance (22) 28
Engineering Education (24) 30
Maintenance of Way Work Equipment (27) 32
Clearances (28) 34
Systems Engineering (32) 35
Electrical Energy Utilization (33) 36
Scales (34) 37
Proposed Manual Changes 39
(Chapters 1, 4, 5, 6, 7, 8, 10, 11, 13, 14, 28, 33)
Front Cover Photo - Mexican railways freight heads east Dut ol Tepic. in the state o\ Nayarit.
Rear Cover Photo - Passenger train crosses the Saiisipuedes Viaduct on the hne between Ciuadalajaia and Tepic in Mexico (See article on Page 1 for details).
Published by the
American Railway Engineering Association
50 F St., N.W.
Washington, D.C. 20001
Puhlished by the American Railway Engineering Association, January, March, May, Octoher and December
50 F St-, N,W., Washington, DC. 2IKK)I
Second class postage at Washmgton, D.C, and at additional mailing offices
Subscription $56 per annum
Copyright '£' 1988
AMERICAN RAILWAY ENGINEERING ASSOCIATION
All rights reserved (ISSN 0003—0694)
POSTMA.STER: Send address changes to: AREA Bullelm, 50 F Street, N.W , Washmgton. DC. 20001
No part of this publication may he reproduced, stored in an information or data retrieval system, or transmitted, in any lorm, or by any means — electronic, mechanical, photocopying, recording, or otherwise — without the prior written permission of the publisher
In the Tropics
While many Railroaders on the North American continent are enduring the rigors of winter, some of them work in areas free of snow and freezing weather. No matter what the weather where we are on the contiguous rail system of the North American continent, the rails we are looking at are part of a continuous engineered structure able to support the load of rail cars and locomotives from the Northwest territories of Canada to the Guatemalan border of tropica! Mexico. Tropical scenes from the National Railways of Mexico were selected for this wintertime issue, so that tho.se involved with snow and freezing weather can, at least in spirit, join their fellow railroaders that are working on that same continuous structure while enjoying warm weather. The scenes above and below are on lines heading west and south, respectively, from the city of Guadalajara. The rear cover shows the famous Salsipuedes viaduct in the Barrancas region between Guadalajara and Tepic. It was at this 240 ft high bridge that the final spike was driven on April 15, 1927 to complete a through railway from Mexico City to the U.S. along the Pacific Coast of Mexico.
Committee Annual Reports
1987
ANNUAL REPORTS
OF
TECHNICAL COMMITTEES
Excerpts From Annual Report of A.R.E.A Committee 1 - Roadway and Ballast
H.C. Archdeacon, Chairman
Brief status of each subcommittee assignment: Subcommittee 1. Roadbed
(a) "RepoH on criteria including subgrade conditions; depth, type, size and condition of ballast; condition of track superstructure; tonnage and need for installing geotextiles, justifying the use of undercutters. ■
The subcommittee has been preparing a report on this assignment. Expect it to be presented at the October meeting. If satisfactory, this assignment will be complete.
(b) "Update the Manual text on maintenance of roadbed."
This assignment has been completed and submitted to the Board for approval.
(c) "Investigate and report on railway use of prefabricated concrete units for retaining embankments."
Anticipate that the subcommittee will present a draft report at the October meeting.
Subcommittee 2. Ballast
(a) "Finalize the plan of study for the correlation of the field performance of ballast types with laboratory testing".
A report has been submitted. Wish to discuss this with the Board members at the chairmen's meeting.
(b) "Progress the study of elements of the plan until an economic analysis can be made of various ballasts."
This relates to assignment 2(a). Also wish to discuss this at the chairmen's meeting.
(c) and (d) "Furnish input and act as a steering committee for the AAR ballast research program. Review and monitor the AAR program and the interpretation of all ballast test data prior to dissemination." and. "Report on results of AAR and other appropriate ballast research programs. Utilize suitable elements as part of AREA plan of study."
These assignments are ongoing in nature. They have a relationship to assignments 2(a) and 2(b). They should be included in the discussion.
(e) "Complete the revision of the Manual section on ballast."
This assignment has been completed and submitted to the Board for approval.
Subcommittee 3. Natural Waterways
(a) "Develop recommendations for the prediction of scour and update the present recommended practice for protection against scour damage."
This assignment is being actively pursued by the subcommittee. Expect them to present a progress
report at the October meeting.
Subcommittee 4. Culverts and Drainage Pipe
(a) "Develop design criteria lor hydraulic factors affecting the size of culverts for railway applications."
A letter ballot is currently in circulation on this assignment. If approved, the Manual rc\ isions will be submitted to the Board lor approval and the assignment will be complete.
Committee Annual Reports
Subcommittee 5. Pipelines
(a) "Develop spoeitiealions lor use of casing pipe larj;er than 42 inches in diameter."
(b) "Study use ol plastic carrier pipes."
These assignments have been a problem because of limited qualified personnel. There has been some improvement in this situation, and this subcommittee is actively at work. This is an area where we should have more help. If the Board members have qualified pipeline specialists on their siaffs, recommend that they be encouraged to join the committee and participate in this work.
Subcommittee 6. Fences
(a) "Develop manual recommendations for securil\ fencing."
(b) "Review and update manual recommendations for snow fencing."
These are new assignments. They are being actively pursued. Do not anticipate completion this year.
Subcommittee 8. Tunnels
(a) "Review and update manual recommendations for tunnels."
This is a new assignment. The subcommittee is actively working on it. Anticipate that it will take at least one more year to complete.
(b) "Report on the design and construction of the Roger's Pass tunnel."
This is a new assignment. It was intended to be a two year assignment as the project will not be complete until 1988.
Subcommittee 9. Vegetation Control
(a) "Revise the vegetation control glossary."
(b) "Develop recommended practices for roadbed spra\ patterns."
B<ith of these assignments have been completed and submitted to the Board lor Manual approval. Subcommittee 10. Geosynthetics
(a) "Develop recommended practices for the use of geotextiles in erosion control applications."
(b) "Develop recominended practices for the use of geotextiles in drainage applications."
Proposed additions to the Manual are expected to be submitted by the subcommittee at the October meeting. If satisl'actory. a vote will be taken on each assignment to aulhori/e a letter ballot.
Excerpts From Annual Report Of A.R.E.A. Committee 2 - Track Measuring Systems
W.M. Worthington, Chairman
Subcommittee activities:
Subcommittee 1 - Rail Planimetry
A paper on rail corrugation was presented at Chicago in March. The Subcommittee is now defining new objectives including obtaining more data and in developing new processing methods.
Subcommittee 2 - Track Surveying
The subcommittee has worked with the results ot the survey of track databases and is continuing to evaluate how the data can be used and how it can be collected, preferably using an automatic method.
Subcommittee 3 - New Technologies
The subcommittee is continuing to evaluate the results of the questionaire regarding interest in new track measurement technology. They will direct their interest towards potentially useful devices based on survey results.
Subcommittee 4 - Track Geometry Car Development
A glossary of standard track geometry definition was prepared and voted on by committee members. This will be submitted to the 1987 Manual when the final results are documented. A new assignment to subcommittee is developing, is to propose standards for track geometry cars.
Subcommittee 5 - Track Geometry Analysis
The subcommittee is working on defining the elements included in a Track Quality Index. They are also evaluating the pros and cons of different track rating techniques.
Subcommittee 6 - Rail Flaw Detection
The subcommittee produced a draft statement of performance requirements for rail flaw detection systems. It is currently under review by the Committee.
Excerpts From Annual Report Of A.R.E.A. Committee 3 - Ties and Wood Preservation
C.L. Hardy, Chairman
Status of Subcommittee Assignments:
Sub-Committees A&B
No change recommended for these sub-committees. Subjects for further study and research is always welcome. I have asked Sub-Committee A to furnish any information they can gain on imported timber for use as cross ties. We need to keep alert as to needed revisions to the manual.
Sub-Committee No. 1 - Cross Ties and Switch Ties
The assignment dates are unknown. We are in the process of reviewing all the Sub-Committee assignments. But at the June 2, 1987 meeting the committee unanimously voted on the need to drop assignment (b). We fee! that while field inspections can be beneficial to the committee as well as the operator, the time spent on these inspections is insufficient to draw a fair conclusion as to adherence to specifications. Also, most plants operate under the specifications of the Railroad or Railroads they supply.
Sub-Committee No. 2 - Wood Preservatives and Preservative Treatment of Forest Products
The assignment dates are unknown for (a), (b), (d), (e)and{f). Item (c) was assigned in 1983. As in the other Sub-Committees there is, possibly the opportunity of consolidating some of these assignments. While there has not been too much published activity in this field for some time, the possibility of new products and changes in this field is very real, particularly in view of environmental pressures. With the exception of some consolidation and rewording, the scope of this assignment should remain as listed with the continued monitoring of developments.
Sub-Committee 3 - Service Records of Forest Products
We have no dates available for any of the assignments. Both (a) and (c) are ongoing activities and we continue to monitor and gather information on these subjects. Assignment (b) has had little or no activity over the past few years and it is doubtful we will see any in the near future, therefore, we suggest this assignment be dropped. Item (d) while having little activity in the past few years, seems to be drawing a lot of attention lately. We plan to closely watch developments in this area.
Sub-Committee 4 - Collaborate with A.A.R. Research Departments and Other Organizations in Research and Other Matters of Mutual Interest
The assignment dates are unknown. We continue to have activity in assignments (a), (b), (e) and (f) and recommend these to be ongoing. Assignments (c) - one step seasoning and treating method developed by AAR-NLMA and (d) - feasibility of using atomic energy to retard decay in forest products continue with no activity, therefore, we recommend these two be dropped.
Excerpts From Annual Report Of A.R.E.A. Committee 4 - Rail
B.D. Sorrels, Chairman
Brief Status Of Each Subcommittee Assignment: Subcommittee A
Subcommittee A is assigned witii the recommendations for further study and research.
This committee has assigned all recommended subjects for study to the appropriate subcommittees.
Subcommittee B - Revision of Manual
All of the requested manual revisions have been assigned to the appropriate subcommittees.
Subcommittee 1 - Collaborate with technical representatives of rail suppliers, welding contractors, suppliers of field welding, rail grinding and rail testing contractors on matters of mutual interest.
Ad Hoc Committee on Profile Grinding
This assignment was made some 4 or 5 years ago and progress has been made since that date. An interim report was presented at our Spring Meeting in Toms River. New Jersey and this study is ongoing.
Qualification Testing
The work continues on the evaluation of flash butt welds. The 132-lb. rail welds have been made and slow bend tested and the 115-Ib. rail welds are being completed for slow bend testing. More physical testing is planned, and the metallurgical microstructure analytical work is in progress.
High Strength Rail Welding
This Ad Hoc Committee is presently about one year old, and has been assigned to study the significant problems associated with the hardened rail end batter at welds. This Ad Hoc Committee has collected and presented field experience and test data. Further work is required by this committee and its work will continue.
Subcommittee 2 - Collaborate with technical representatives of rail and joint bar suppliers in research and other matters of mutual interest.
The rail suppliers have furnished the rail committee with survey results of rail symmetry . rail heights, base width and fiange thickness of rail producing mills. These statistics, are being utilized by our Subcommittee 5. in preparing revisions to our rail specifications. Other important work being performed by this subcommittee, includes the ongoing research work on ultrasonic testing, stamping, side sweep, long rail lengths and tolerances.
The work of an Ad Hoc Committee, on microwave standards, have completed their work, and have presented this specification to Subcommittee 5 for inclusion in our upcoming revision to our rail specifications.
Subcommittee 3 - Rail Statistics
Rail statistics is an ongoing study of quantities of welded rail laid on various railroads in the United States as well as failure data covering various types of rail failures occuring. During the past year, we have corresponded with our headquarters relating to the possibility of eliminating several of these reports. Approval has been granted, and this committee is proceeding with the collection of data to provide our rail statistics.
Committee Annual Reports
Subcommittee 4 - Update data on methods and equipment for making welding repairs to rail and turnouts including thermit welding.
This committee has established a liaison with the AWS. which has again become active in the field of trackwork welding. We feel that this particular subcommittee can produce some worthwhile information relating to this subject, which will be of benefit to AREA, as well as the industry.
Subcommittee 5 - Rail specifications research and development.
This is a very important sibcommittee and has been most active during the past several years. The subject is continuing, and currently the committee is working on some very important matters, including a major revision to Chapter 4, relating to a specification for rail. The new specification will include microetch standards as well as numerous alterations to the specifications for ultrasonic testing as well as dimensional tolerances. The new revision should be prepared within the next several months for circulation and approval by letter ballot.
The assignment of this committee is ongoing and we feel that this subcommittee is quite important to the functioning of Committee 4.
Subcommittee 6 - Joint bars, design specifications, service tests including insulated joints and compromise joints.
Currently this committee is developing specifications for the fabrication of bonded insulated rail joints. Committee members were solicited for current railroad specifications and test data for inclusion in this assignment. This data is currently being evaluated for applicability.
Subcommittee 7 - Effects of heavy wheel loads on rail.
Subcommittee 7 has an ongoing study relating to the effects of heavier cars upon the fatigue life of rail steel. This committee has presented several interim reports, and its study its continuing.
Subcommittee 8 - Recommendations for interval of non-destructive testing for internal defects of rail and track.
This committee has worked on this assignment for several years and has presented a paper for inclusion into the AREA manual. The AREA Board discovered some possible improvements to this report and this committee is now in the process of rewriting this particular paper. A liaison with CORT, has been accomplished and hopefully between the two organizations an improved paper will be produced.
Excerpts From Annual Report Of A.R.E.A. Committee 5 - Track
W.B. Dwinnell III, Chairman
Subcommittee Assignments:
A. Recommendations for Further Study and Research
a. Subcommittee B has submitted to AREA Board a questionnaire on "Recommended Practices for Anchor Application and Maintenance."
b. Subcommittee B has submitted to AREA Board a questionnaire on "Recommended Practices for Preservation of Track Fixtures."
c. Recommended to AREA that tests be made to determine the most desired width of ballast shoulder for improving track geometry horizontally.
B. Revision of Manual
a. Review anchor pattern for bolted rail and CWR. This subject is in its final stages of completion.
b. Review current anchor application and maintenance procedures in collaboration with Subcommittee 7, Track Maintenance.
Questionnaire has been submitted to AREA Board for distribution.
c. Review rail laying temperatures for CWR in collaboration with Subcommittee 7. Letter ballot on laying temperatures was passed as indicated by Subcommittee 7.
2. Track Tools
a. Review inclusion of new and additional track tools.
Letter ballot on insulated track tools was submitted to full Committee and is currently outstanding.
4. Track Design
a. Elastic rail fasteners - wood ties
Evaluate elastic fastener system design and establish minimal recommended performance standards.
Letter ballot of full Committee was taken and proposal did not pass. Subcommittee is reevaluating parameters after input from last meeting.
b. Hold down fastenings - wood ties.
This is being reviewed in conjunction with 4 (a) although it is moving sknvly.
c. Tie Plates - wood ties.
This is a standing assignment and no recent progress on same.
5. Turnout and Crossing Design
a. Review of guard rails protecting turnout frogs.
Letter ballot is being prepared and will be submitted to full Committee.
b. Investigate use of fastening agents for track work.
Subject is presently under discussion by Subcommittee and lhc\ ha\c not made a proposed recommendation.
c. Investigate use of gage plates on turnouts to maintain gauge.
Letter ballot is being prepared and will be submitted to full Committee.
d. Develop specifications for explosion hardening of track work castings.
Subcommittee has worked on this subject and they are ready to present it to lull Committee 5 for approval .
e. Study the use of Direct Fixation Fasteners on turnouts. This subject is currently under review by the Subcommittee.
10
committee Annual Reports
6. Track Construction
a. The Subcommittee Chairman recommended, and the lull Committee 5 agreed, that this Subcommittee should be placed on an inactive status. The Committee feels that interest in this subject matter is low at this time, and the membership resource should be used on more active subjects.
7. Track Maintenance
a. Study rail lubrication collaborating as necessary as desirable with Committee 4. This subject continues under review at the present time.
b. Maintenance parameters for frogs and switches.
This is a new subject and the Subcommittee is reviewing same.
c. Review current anchor application and maintenance procedures.
Subcommittee 7 submitted for letter ballot to full Committee 5 a proposed change in the anchoring temperatures. The proposal passed and will be forwarded to AREA headquarters for this action.
8. Criteria for Track Geometry
a, b, and c - Responses to questionnaire were reviewed from 17 railroads and the Subcommittee is evaluating the results.
Excerpts From Annual Report Of A.R.E.A. Committee 6 - Buildings
D.V. Fraser, Chairman
Subcommittee Assignments;
Subcommittee A - New Subjects
No progress currently. John Smith is overextended due to his work role, and we intend to identify a new chairman for this subcommittee in January.
Subcommittee B - Manual Material
At our June meeting the current section of Chapter 6 on Loco Sanding FaciHties was distributed for comment. The illustrations are extremely old and need revision. Also, many railroads have abandoned the purchase of green sand. Several experts in the field of sanding were identified and these will be provided to John Smith to solicit outside opinion and comment.
1. Design Critera for CTC Centers
Mr. Barrett has been unable to attend meetings in 1987. At our June meeting Jack Kushner of Union Pacific brought plans of recent UP installations and concept drawings of a center currently under planning. John Comeau told us that the CSX Center in Jacksonville was using similar rear view projection technology. Nick English of NS will help prepare some of the material on power and ventilation criteria. We plan to review the work to date on this report in Denver.
2. Design Criteria For Car Shops
At our June meeting we discarded the idea of incorporating Heavy Repair into our report since such activities are decreasing in importance in the industry with the advent of unit trains and private ownership of rolling stock. We decided Preventive Maintenance features such as found in unit train service facilities should be incorporated into the report. Chairman Wally Sturm plans to contact several CMO's to seek their opinions on what items should be included in the report. John Comeau will also obtain plans of the CSX Corbin facility. Ernie Rewucki said he would obtain plans of the CP Rail facilities at Golden, BC to aid in this report. The idea of sponsoring a design workshop on Car Repair Facilities was discussed at our Toronto meeting. It was generally felt that the Committee did not have the time or number of members to sponsor such an undertaking at this time . The revised Design Criteria for Car Repair Shops is intended to serve as the basis for the program when it is completed.
3. Design Criteria for Office Buildings
Jay Steerman was assigned this report in January 1987. It is planned that this report will be ready for initial reading and review in January 1988.
4. Design Criteria for Wheel and Bearing Shops
John Smith of ICG volunteered to head this subcommittee. Gerard LaVoie of CN also offered to help on this topic. Other members are needed to serve on this project. It was also suggested that equipment manufacturers be asked to submit general information and possihh make a presentation at a future meeting.
5. Architectural Education
Don Bessey was not present. Tom Smithberger reported that the Student Affiliate Program of AREA is being re-established with Don Hanna of Committee 24 heading the effort. We plan ti> table the work of this subcommittee pending an approval at the conihined Committee le\el.
6. Energy Conservation and Audits
This extremely well conceived and well written report has now cleared legal review by the .'XREA pending its being published as Manual material. The final revision of this report is being edited for submission in September 1987.
Excepts From Annual Report Of A.R.E.A. Committee 7 - Timber Structures
D.C. Meisner, Chairman
Subcommittee Status:
Assignment A
Recommendations tor further study and research - No new projects until some existing ones are closed out. New chairman elected to take over for retired member.
Assignment B
Revison of Manual - Revised manual sent to AREA for printing, however this will be some time in the future due to graphs, prints and charts which will have to be reproduced. The committee will do this on their own.
Major changes in the manual are:
1. New tables for Working Unit Stresses for Structural Lumber Subject to Railway Loading.
2. Using ASTM Specs for timber piles.
3. Addition of glue lam tables and specs.
Sub-Committee 2
Grading Rules and Classifications of lumber for railroad use - Voted to drop this committee pending approval of AREA Board.
Sub-Committee 3
Specifications for design of wood bridges and trestles - Two ballots currently out for sub-committee approval.
Sub-Committee 5
Design of Structural glued laminated wood bridges and trestles - Voted to drop this committee pending approval of AREA Board.
Sub-Committee 6
Effect of unit trains on timber trestle components - New chairman was elected and in process of securing information from previous chairman.
Sub-Committee 7
Effect of dapping and end overhang on allowable stresses in bridge ties - New chairman was elected. Information is not in his hands as of yet. Results of survey need to be clarified and additional survey may be needed to show what the results are on the effect of dapping.
Sub-Committee 8
Protection of pile cut-offs; protection of piling against marine organisms by means other than preservatives - Rough draft made on part concerning marine organisms. Chairman hopes to complete in one year.
Sub-Committee 9
Study of in-place preservative treatment o\' timber trestles - A report is complete and will be submitted to be published as information only and a request to drop this committee will be made.
13
Excerpts From Annual Report Of
A.R.E.A. Committee 8 - Concrete Structures
and Foundations
H.R. Sandberg, Chairman
Subcommittee Activities:
A. Recommendations for Further Study and Research
In cooperation with Committees 7 and 15 the possibilities of research in railway bridges was pursued. On February 10 a meeting was held with Mr. George Way and Mr. Roy Allen of AAR and Prof. Barenberg of the University of Illinois. A second meeting with representatives of 7 and 15 was held at the AREA Conference in March. It was decided that AAR would seek National Science Foundation support for a program of bridge research. This was developed and presented to Committees 7, 8, and 15 at Colorado Springs. The first phase of this program will be a Bridge Research Workshop which will be held at the University of Illinois, Urbana on October 28 and 29, 1987.
B. Revision of Manual
This subcommittee is actively reviewing Chapter 8 to make the presentation consistent with the "official" AREA format. All ballot material will be reviewed by this subcommittee prior to the full committee vote.
1. Design of Concrete Structures
a. Work on the segmental bridge specification is being coordinated with the Post-Tensioning Institute's recommendations. It is expected to be sent to full Committee in 1988.
b. The task of developing recommendations for inspection and repair of prestressed concrete beams was reassigned to Subcommittee 4.
c. A revi.sed Part 19, Rating of Existing Bridges, was successfully balloted, but due to the concerns of some members it is being reviewed and may be reballoted.
d. Part 13, Precast Box Culverts, has been completed and will be submitted for inclusion in the Manual.
e. The criteria for design of railroad bridges in seismic zones is being held in abeyance. AREA is considering a translation of the Japanese Railways' publication on Seismic Design.
f. Applicable impact factors are a continuing concern. S. Skabema has written a paper entitled, '"A Review of Studies of Impact on Concrete Railway Bridges." This will be submitted for publication.
Study is also being made of the American Concrete Institute's changes regarding development lengths for epoxy coated bars and AASHTO's requirements for minimum reinforcements in column.
2. Foundations and Earth Pressures
a. Revision of Part 3, Footing Foundations, will be sent to the full committee for ballot this fall.
b. Revision of Part 4, Pile Foundations, is expected to be ready early in 1988.
c. Revision of Part 10, Reinforced Concrete Pipe, is delayed pending resolution of inconsistencies of loads on the different types of materials.
d. Revision of Part 22, Specifications for Subsurface Investigation, is continuing.
Study is also being made on the inconsistencies discovered in surcharge requirements of Part 5.
3. Waterproofing for Railway Structures
General assignments of this committee has been broadened from strictly "Waterproofing for Railway Structures" to "Durability of Concrete."
a. Revisions to Chapter 29 were successfully balloted and will be submitted for inclusion in the Manual.
b. A questionnaire to be sent to all members of Committee 8 soliciting their experience in protecting and maintaining ct)ncrete is being developed.
14
Committee Annual Reports 15
4. Strengthening Existing Concrete of Masonry Structures and Restoration of Existing Structures to Restore Original Structural Capacity and Durability
a. New Part 25, Slurry Walls, has been completed and will be submitted tor inclusion in the Manual.
b. A questionnaire regarding protection ot' piers adjacent to railway tracks was sent to the Chief Engineer of all major railroads, as well as to all members of Committee 8. The responses are being evaluated and a report will be made in 1988.
c. Part 1 1 , Tunnel Linings, has been completed and will be submitted for inclusion in the Manual.
d. The completion of the study of possible bridge research to be done at FAST depends on the results of the Bridge Research Workshop to be held on October 28 and 29, 1987.
e. The reassigned subject of inspection and repair of prestressed concrete will be addressed in 1988.
Excerpts From Annual Report Of A.R.E.A. Committee 9 - Highway-Railway Crossings
A.D. Moore, Chairman
Status of Subcommittee Assignments:
Subcommittee A - Recommendations for Future Study and Research
This subcommittee is a standing committee under the Information and Rules for Guidance of Technical Committees. With the reorganization, this committee will be responsible for the development of studies and research projects which are directed toward recommended practice for engineering highway-railway grade crossing improvements. The development of procedures for testing and reporting of results of testing on grade crossing surface materials is a high priority for the committee.
Committee 9 again requests a research item. We are requesting the conducting of tests on various grade crossing surface materials. Some of the possible tests would be failure by load, failure by fatigue, coefficient of friction, flammability, etc. It is requested that the Board of Directions of AREA consider this request for research. It is felt that there is no common place in this country to obtain information such as the above for the railroads. We feel it is important that such data be obtained and put out to AREA members so that logical engineering decision on material usage can be made.
Subcommittee B - Revision of Manual
This subcommittee is a standing committee under the Information and Rules for Guidance of Technical Committees. The committee is looking at progressing several revisions to be included in future manual revision. Subcommittee B will continue to coordinate with other subcommittees for manual revision.
Subcommittee 1-87 Foundations for Highway-Railway Grade Crossings
This subcommittee was assigned in 1987 and completion is expected in about 3 years. It has been determined that the foundation is very critical to grade crossing stability. There has been some discussion that the requirements for engineering fabric under a grade crossing is different than under general track locations. At the first meeting of the new subcommittee, the organization was discussed and then a poll was going to be sent out to all subcommittee members for comments and subjects to get organized.
Subcommittee 2-87 Grade Crossing Surfaces
This subcommittee was assigned in 1987 and completion is expected in about 5 to 6 years. This assignment is going to be difficult as the surface material area is a sensitive issue due to the many materials now on the market. The first meeting was organizational in nature with the organization being discussed along with that subjects need to be discussed and what information needs to be developed. There is future contacts planned with leaders and interested parties to determine the scope of the assignment and there is also another meeting in the works prior to the next lull committee meeting.
Subcommittee 3-87 Approaches to Highway-Railway Grade Crossing
This subcommittee was assigned in 1987 and completion is expected in about 2 years. This subcommittee will focus on guidelines for highway-railway intersection construction and problems associated with geometries of long vehicles and sight distance problems. In the initial meeting the organization was discussed along with the scope of the subject and how to approach it. There is planning for another meeting to continue the discussion of the subject.
Subcommittee 4-87 Grade Crossing and Separation Elimination
This subcommittee was assigned in 1987 and completion is expected in about 2 \ears. The initial efforts of this committee will focus on the development of guidelines for determining the remmal of an existing grade separation structure. This committee set up short and long term goals with assignments to be carried out by the next meeting which is to be scheduled in October to continue this progress.
16
Excerpts From Annual Report Of A.R.E.A. Committee 10 - Concrete Ties
S.P. Heath, Chairman
Subcommittee Activities:
Subcommittee - Assignment (A) - "Recommendations for Future Study and Research"
Do not have any recommendations tor future research at this time.
Subcommittee - Assignment (B) - "Revision of Manual"
Do not have any recommendations for manual revisions at this time other than the revisions that are presently assigned to other subcommittees.
Subcommittee - Assignment (1) - "Flexural Strength"
(a) Review of Table I in Section 1.4.1, Monoblock ties.
(b) Review of Table 11 in Section 1.5.1, two block ties.
(c) Investigate the effect of axle loads and tie spacing on tie requirements.
(d) Monitor developments in prestressed and reinforced concrete technology which may affect concrete tie requirements.
A complete revision to Table I will be presented at the next meeting of Committee 10 and will be ready for a letter ballot. These revisions have been discussed at several Committee 10 meetings but have been unable to get consensus of full committee. We should have this resolved soon and be able to revise Tables I and II next year.
Subcommittee - Assignment (2) - "Investigate Requirements for Concrete Switch Ties, Bridge Ties and Grade Crossing Ties."
While a few more concrete tie turnouts are being installed in various rail lines, there is still very little data available. This subcommittee is continuing to develop recommendations but is limited in being able to develop final manual material until more data is available. Recommend this assignment continue as it will take considerable time.
Subcommittee - Assignment (3) - "Fastenings"
(a) Revise current test requirements.
(b) Investigate the effects of axle loads and tie spacing on fastening requirements.
We are working on the first phase of revising the test requirements. Due to the number of variables involved this is a taking a great deal of time. We hope to greatly simplify the manual's fastener requirements.
Subcommittee - Assignment (4) - "Test Requirements"
(a) Review and recommend revisions of the load magnitude specified for the fastening repeated load test.
(b) Review and recommend revisions of the rail seat overload and ultimate load tost for two block ties.
(c) Evaluate acceptance criteria for repeated load test.
Due to the relation of the test requirements to the work of several other subcommittees, work on this assignment has been slow. We hope to make better progress as the issues under flexural strength and fasteners are resolved.
Subcommittee - A.ssignment (5) - "Review manual and make recommendations to include l'«»st Tensioned Concrete Cross Ties"
This assignment has been completed anil manual revisions have been suhmiltcd.
17
Bulletin 714 — American Railway Engineering Association
Subcommittee - Assignment (6) - "Maintenance requirements of concrete ties, including pads and insulation."
As the number of concrete ties in service continue to increase, we hope to develop more information on maintenance requirements. Due to the increase in concrete tie usage we feel this is an important assignment which will be ongoing.
Subcommittee - Assignment (7) - "Collaborate with Committee 1 on concrete tie ballast requirements."
A representative from Committee 10 attended the last meeting of Committee 1 and also attended the meeting of the ballast subcommittee. We will continue to furnish data and recommendations to this committee concerning concrete tie ballast requirements. Although we have now started this much needed liaison. Committee 10 will retain the ballast requirements for concrete ties in Chapter 10 until adequate requirements are included in Chapter 1 .
Excerpts From Annual Report Of
A.R.E.A. Committee 11 - Engineering Records &
Property Accounting
G.L. Fisher, Chairman
Subcommittee Assignments:
Subcommittee "A" Recommendations for Further Research and Study
Chairman Davis, who will become committee chairman in 1988, spent much of his time assisting other subcommittee chairmen in the revision of the Technical Manual during the year. At the same time, consideration was given to further study on the issue of salvage under Track Depreciation and the affect of the 1986 Federal tax legislation on transportation companies.
Subcommittee "B": Revision of Manual
The existing Technical Chapter (1 1 ) of the Committee was completely rewritten during 1987. The new chapter material is currently under review by members of the committee and we anticipate making a recommendation to the AREA that the new chapter material be officially printed for the comment of AREA membership in January of 1988.
Chairman Wagner is to be complimented along with committee members M. J. Buinickas, S. R. Forczek, M. L. Kent, A. R. Ranuioand W. D. Munz for their effort expended in the Manual revision. The revision is the first exercise of its type within Committee 1 1 in approximately the last twenty years. All committee members who contributed to the revision have helped make the new chapter material a very useful tool for AREA membership.
Subcommittee "1": Accounting
Much of the effort of this subcommittee was spent during the year in the rewrite of the committee's chapter in the Technical Manual . Members of this subcommittee were also involved in the format of the presentation given to the entire Committee on Track Depreciation by a representative of the Interstate Commerce Commission during this year's Technical Conference in Chicago.
Subcommittee "2": Office and Drafting Practices
The chairman and Subcommittee 2 members spent much of the year compiling the information necessary to complete this subcommittee's portion of the Technical Manual. As a result of their effort, section 2 of Chapter 1 1 now contains current state-of-the-art information on automated design and drafting systems.
Subcommittee "3": Taxes
Much of the year was spent gathering tax related materials for inclusion in the Technical Manual revision. Since the 1986 Federal tax legislation was the first major change in corporate taxation in many years, subcommittee 3 members will have the ongoing responsibility of dis.seminating a great deal of information on tax issues to Committee 1 1 membership.
Once the major ramifications of the federal tax legislation are analyzed, it will be Committee 1 1's intent to make a presentation on the impact of this legislation at a future AREA Technical Conference.
Subcommittee "4": Planning, Budgeting and Controls
Subcommittee 4 membership put a considerable effort into creating a completely new section of Chapter 1 1 in the Technical Manual. The input from all subcommittee members in this task was significant.
It is important to note that Subcommittee 4 is one of the few, if not the only, professional group within the industry that is currently studying and/or reporting on the subject matters of Planning. Budgeting and Controls as one concept. These new areas of study have provided a great deal of mierest and vitality to Committee 1 1 membership.
19
Excerpts From Annual Report Of A.R.E.A. Committee 12 - Rail Transit
D.W. Reagan, Chairman
Committee 12 was organized approximately two years ago. Consequently, the following sub- committee assignments are relatively new and will continue.
Subcommittee Assignments:
Subcommittee 1 - Rail Corridor Evaluation
1. Outline and define - Rapid Transit corridors, routes and alignments.
Subcommittee 2 - Special Trackwork and Roadway Considerations
1. Track Design, Construction and Maintenance
2. Track and Vehicle Interface
3. Equipment
Subcommittee 3 - Special Bridge and Structural Considerations
1 . Basis for Structural Design
2. Special Track Considerations on Aerial Structure.
Above mentioned assignments are ongoing and will be coordinated with other AREA Committees where applicable.
20
Excerpts From Annual Report Of A.R.E.A. Committee 13 - Environmental Engineering
R.J. Spence, Chairman
Progress on the following five Sub-Committee's assignments are as follows:
1. Water Pollution Control
The situation with regard to EPA publications of final regulations pertaining to "Leaking Underground Storage Tanks" is being monitored. The eventual goal is to publish the summary of the regulations in the Manual. A 1985 assignment to report on storm water run-off regulations, is similarly being held up through regulations not being published. A study called "Report on Remediation of Contaminated Groundwater" was assigned in 1986. It has been decided to use much of the information from a report published as information in Bulletin 686, January - February 1982 in this current assignment. Chapters have recently been assigned to Sub-Committee Members, with the objective of having a preliminary draft for the fall meeting.
2. Air Pollution Control
Work proceeds on the 1985 assignment of revising Part 2 of the Manual material. Assignments of sections to various Sub-Committee Members have been given and a preliminary draft of some sections are anticipated for upcoming fall meeting.
3. Land Pollution and Solid Waste Management
A revised draft of some sections of Part 3 in the Manual were submitted to the Committee for comment. The sections of this 1985 assignment submitted dealt with hazardous wa.ste management. Early circulation of the revised draft , to the Committee under ballot is intended , with the aim of Manual publication. Coverage of nonhazardous waste management will follow in a like manner in 1988 or beyond.
4. Noise Pollution Control
The report on "Employee Exposure To Noise in The Railroad Work Place" was published in the January Bulletin as a proposed 1987 Manual revision. The report on "Noise Barrier Technology" was also circulated under ballot for submission as a Manual revision. The prognosis is favourable that this latter report will be progressed for Manual publication.
5. Plant Utilities
Sections of the revised draft, Part 5 of the Manual, have been assigned to various personnel on the Sub-Committee. As the subject material may be somewhat specialized, participants have been urged to solicit outside assistance or advice where necessary. Every attempt will be made to publish each section as it is completed, rather than wait for the completed Part 5.
21
Excerpts From Annual Report Of A.R.E.A. Committee 14 - Yards And Terminals
W.A. Schoelwer, Chairman
Status of Subcommittee Assignments:
Subcommittee A - Recommendations For Further Research
One new subject will be submitted for approval: Revision - Part 3 of Chapter 14 of the manual.
Subcommittee B - Revision of Manual
One item has been approved as manual material, it is presently being voted upon: Local Yards. Subcommittee 1 - Bulk Material Handling Systems
Assigned - about 1973
Progress to date - complete and submitted for publication as information in August 1987.
Subcommittee 2 - Designed TOFC/COFC Facilities (continuing assignment)
Assigned 1987
Progress to date - Committee is being reassembled after completion of manual material to update progress in this field.
Subcommittee 3 - Local \ard
Assigned 1984
Work complete and voting in progress. Expect to submit to Board in October. 1987.
Subcommittee 4 - Run Through Trains, Effect on Yards
Assigned 1983
The third Chairman is now working on the project. The first Chairman prepared a brief outline and the third Chairman expects to have a draft at the October meeting.
Benefits will be the assembling of information on how the large increase in run through trains and those who swap blocks affect yard design. It is recommended that this subcommittee continue and the work should be completed in 1988.
Subcommittee 5 - Control of Contaminated Wheels in Hump Yards
Began in 1985. Chairman appointed in 1986. new Chairman appointed in 1987. Information is being assembled and a discussion of the data is expected at this October meeting. Completion is expected in 1989. The work should continue.
Subcommittee 6 - Design of Automobile Loading/Unloading Facilities
Began in 1985 with Chairman appointed in 1986.
Progress to date is a draft report which will be discussed at the October meeting. Completion is expected in 1988 with the report published as information and in 1989 as manual material.
Subcommittee 7 - Collaboration with the Transportation Research Board Committee on Intermodal Terminal Design
Began in 1983 and ongoing
Benefits include coordinating work shops and reports with the TRB. The TRB committees are vitally concerned with Intermodal design. Joint meetings have been held and there is a cross How of information. Another conference has been scheduled and possible joint participation will be discussed at the October meeting.
Subcommittee 8 - Design of Reclamation Plants
Began in 1987
Chairman has not attended a meeting since his appointment, but he is expected at the October
meeting. Little progress has been made, but information is being gathered. .-X report is expected in
1989.
22
Committee Annual Reports 23
Subcommittee 9 - Yard Control Systems
Began in 197H
Chairman has not attended a meeting since his appointment. It is hoped he will attend the October meeting and the report work can begin. The committee is to update the types of yard control systems. The work should he completed by 19S9 and should continue.
Excerpts From Annual Report Of A.R.E.A. Committee 15 - Steel Structures
E. Bond, Chairman
Status of Subcommittee Assignments:
Subcommittee A - Furtlier Study and Research
The Committee hopes to participate with Committees 7 and 8 in joint AAR-National Science Foundation bridge research to begin with a Bridge Research Workshop to be held at the University of Illinois. Urbana on October 28 and 29, 1987.
Subcommittee B - Revision of Manual
The committee has been working on clarifying the definition of "S" in the impact formula. An approved letter ballot has been taken on the changes and the committee is working on text to be inserted in Part 9 to further clarify "S"
Subcommittee 1 - Develop Specifications for the Design of Elastomeric Bearings in Collaboration with Committee 8.
Another draft of the specifications is being prepared for letter ballot.
Subcommittee 2 - Obtain Data From which the Frequency of Occurrence of Maximum Stress in Steel Railway Bridges may be Determined Under Service Loading.
John Fisher of Lehigh University is having a student summarize the results of the study to date.
Subcommittee 3 - Steel Fabrication - Materials, Methods, Quality Control Procedures and Qualifications of Fabricators
The committee is working on the development of specifications for loading details for fabricated members.
Subcommittee 4. - Develop Specifications for the Earthquake Design of Steel Railway Bridges.
The subcommittee is awaiting the completion of some work in this area by Committee 8. It is contemplating some work independent of Committee 8.
Subcommittee 5 - Establish Criteria for Determining Serviceability of Steel Structures which Have Been Exposed to Fire.
This subcommittee has completed its assignment.
Subcommittee 7 - Bibliography and Technical Explanation of Various Requirements in AREA Specification Relating to Iron and Steel Structures.
There is a continual need for this committee to update and add to their area of responsibility.
Subcommittee 8 - Fracture Control Plan
This subcommittee continues to develop specification changes to keep current w ith changes in its area of assignment. They are currently awaiting the results of their latest letter ballot.
Subcommittee 9 - Methods for Repairing Damaged Steel Bridge Members
This is a new committee. Work should begin at the October 1987 meeting.
Welded Steel Bridges
Continuing review and updating of the welding specifications is underway by this subcommittee. As there is continuing new information being developed in this area, this subcommittee should be continued.
Movable Bridges
The subcommittee continues to review Part 6, Chapter 15 to update and impn>\e on the moveable bridge specifications.
24
Coniinitlec Annual Reports 25
The subcommittee has reviewed and commented on Committee X"s pending revision olChapter 8, Part 19, Rules of Rating. The subcommittee continues to review the rating specifications and upon receipt of test results on riveted joints by John Fisher, will review fatigue values for rivet connections.
High Strength Bolts
This subcommittee continues to monitor ASTM and Research Council on Structural Connections and has submitted specification changes for letter ballot to keep specifications current.
Excerpt From Annual Report Of
A.R.E.A. Committee 16 - Economics of Plant,
Equipment and Operations
C. Bach, Chairman
Status of Subcommittee Assignments:
Subcommittee B - Revision of Manual
The committee is planning to review Committee 16 manual material to determine which parts should be updated. Many parts of this manual material has not been updated for a number of years.
Subcommittee 1 - Economics of New Railway
Terminal location and Operation in Cooperation with Committee 4.
This assignment was completed and the results were published in the recent AREA bulletin. The assignment can now be terminated.
Subcommittee 2 - Engineering Economics as an Element in Railway Decision Support Systems
At the Committee 16 meeting held on June 4, 1987, it was recommended that this assignment be dropped because of lack of data to progress the study and lack of interest of members to work on this assignment.
Subcommittee 3 - Economics of Train Speed
A draft of this report has been prepared and was reviewed on Jan. 29. Minor changes to the report were suggested. It is expected that the report will be completed for the ne.xt meeting on Sept. 24. Committee approval should be obtained by the end of 1987, and publication for information should be available for early 1988.
Subcommittee 4 - Economics of Automatic Train Inspection Equipment and Location, Including Consideration of Unattended Rear of Trains
The response of the survey for the "End of Train" devices has been limited and is not sufficient to make any conclusions of economics. Another approach is being formulated in order to complete this phase of the assignment. After this is completed, other inspection devices will be examined.
Subcommittee 5 - Economic Comparison of Track and Right-of-Way Inspection Methods and Equipment
A survey form was prepared but has to be modified to make it acceptable to AREA Headquarters before issuing. Changes to the survey form are expected to be made for the September 24. 1987 meeting.
Subcommittee 6 - Application of Industrial Engineering to the Railway Industry
(a) Applications of Robotics in the Railway Industry
A draft report of the results of the railway industry survey, and M.I.T. work at a railway main shop is ready for the committee to review at the September 24, 1 987 meeting. A final report for publication is expected to be ready early in 1988.
(b) Railway Application of Artificial Intelligence
Considerable data has been gathered on actual and possible applications. This data is being reviewed by the committee. Inspection of applications of A.I. at two railways is being planned for May 27, 1988.
Subcommittee 7 - Economics of Railway Operations Without Institutional Restrictions
To begin this new assignment, a planning meeting was held at the committee meeting on June 4. 1987. The assignment was divided into 4 major segments for which separate groups will be assigned to gather information and prepare suitable reports.
26
Committee Annual Repoils
Subcommittee 8 - Factors to be Considered on Evaluating Advanced Train Control System
There is also a new assignment. The subcommittee is collecting material to begin developing a series of progress reports. The first such report will be a check list ot factors to be considered and later reports will discuss these factors. Much of the material will be abstracted from existing reports by various task forces now working on ATCS. The draft of the first report is planned for May 1988.
Excerpt From Annual Report Of
A.R.E.A. Committee 22 - Economics Of Railway
Construction & Maintenance
W.C. Thompson, Chairman
Status of Subcommittee Assignments:
Subcommittee A - Recommendations for further study and research
Progress - New subjects approved by board
1 . Economics of Various Vegetation Control Methods
2. Economics of Rail Profile Grinding Completion date-Reports at every committee meeting Benefits-Provide effective assignments
Problem area-None Recommendations-Continue
Subcommittee B - Revision of Manual
Progress-Chapter 22, Part 3 to Letter Ballot
Completion date- Various
Benefits-Improve quality of information in Manual
Problem areas-Increasing importance
Recommendations-Continue
Subcommittee 1 - Analysis of operations of railways that have substantially reduced the cost of construction and maintenance-of way work
Assigned-unknown Progress-Reported on 1986 field trip Completion date-Continuing Assignment Benefits-unknown Problem areas-Not effective Recommendations-Drop
Subcommittee 2 - Develop economics of methods to dispose of scrap and obsolete materials
Assigned- 1/26/87
Progress-5%
Completion date-6/88
Benefits-Addresses an important and expensive topic
Problem areas-Slow start
Recommendations-continue
Subcommittee 3 - Economics of various surfacing gang consists used by railroads in North America
Assigned- 1/14/86
Progress- 1 5%
Completion date- 1/89
Benefits- Information
Problem areas-Slow start but in progress
Recommendations-Continue
Subcommittee 4 - Economics of ballast cleaning
Assigned- 1/84
Progress-Complete, for publication
Completion date-6/87
Benefits-Ci(KKi economic information, a first
Problem arcas-None
Recommendations-Study complete
28
Committee Annual Reports 2^
Subcommittee 6 - Economics of standardisation of turnout material
Assigned- 1/87
Progress-207r, Questionnaire for approval 9/4/87
Completion ciate-6/88
Benefits-Can have impact on the industry
Problem areas-None
Recommendations-Continue
Subcommittee 8 - F.conomics of standardization of track stabilization upon high speed surfacing operations
Assigned-6/85
Progress-Complete
Completion date-6/87
Benefits-Reviewed track stabilization
Problem areas-Report not published
Recommendations-Complete
Subcommittee 9 - Economics of various fixations of rail to wood ties
Assigned- 1/86
Progress-feO'/f , Questionnaire being returned
Completion date- 1/88
Benefits-Review and analyze impact of other fasteners
Problem areas-None
Recommendations-Continue
Subcommittee 10 - Economics of AREA Standard Carbon vs Premium Rail
Assigned-6/87
Progress-New
Completion date- 1/89
Benefits-Develop rail usage priority and economics
Problem areas-None
Recommendations-Continue
Excerpts From Annual Report Of A.R.E.A. Committee 24 - Engineering Education
C.E. Ekberg, Chairman Status of Subcommittee Assignments; Subcommittee A - Research and Recommendation for Further Study
Assigned: Prior to 1983.
Progress: A proposal has been drafted for an AREA Undergraduate Research Fellowship Program. The purpose is to provide small grants to partially support undergraduate research fellows who would be supervised by engineering professors actively participating in research programs of importance to AREA. The grants would be awarded on the basis of proposals submitted to AREA by interested professors.
Completion: Should be continuous.
Benefits: Develop meaningful new assignments.
Problems: None.
Recommendations: Continue.
Sub-Committee 1 - Recruiting and Speakers
Assigned: Prior to 1983.
Progress: Publish an annual survey of college graduate hiring by railroad engineering and maintenance departments. Advice schools of availability of railroad speakers for student groups.
Completion: Should be continuous.
Benefits: Provide starting salary information to the railroads. Inform top students of career opportunities in railroading.
Recommendations: Continue.
Subcommittee 2 - Faculty Support
Assigned: 1983.
Progress: Offer to obtain railroad data for engineering schools who might need such material as teaching aids. Seek information from railroads and consultants as to the availability of the needed material.
Completion: Possibly by 1988, assuming AREA Headquarters would then assume the responsibility of handling the distribution of materials to engineering .schools upon request.
Subcommittee 3 - Curriculum Development
Assigned: 1985,
Progress: Only preliminary planning has been undertaken. The two chairman \\hii undertook this assignment both resigned after short terms in office.
Completion: Probably 1989. Will discuss future plans at next meeting of Committee 24.
Benefits: Provide opportunity for the railroad industry to assist in devekiping engineering curricula which might relate to railroad needs.
Problems: Slow start due to loss of leadership.
Recommendations: Continue.
Subcommittee 4 - Student Relations
Assigned: Prior to 1983.
Progress: Successfully handled 1987 student scholarship program through which five engineering students received awards.
Completion: Should be continuous.
Benefits: Increase student and faculty awareness of .'XREA and the railroad Miduslr> . Problems: Interesting students as to the benefits of student membership in AREA. Rect)mmendation: Continue.
30
Comniiltee Annual Reports
Subcommittee 5 - Continuing Education
Assigned. Prior to 1983.
Progress: Successtully handled the 1987 Track and Roadbed Seminar in conjunction with the AREA Annual Technical Conference in Chicago.
Completion: Should be continuous.
Benefits: Provides ample opportunity for AREA members to update their knowledge in subjects which are relevant to the railroad industry. Problems: None. Recommendations: Continue.
Excerpts From Annual Report Of
A.R.E.A. Committee 27 - Maintenance Of Way
Work Equipment
S.F. Mills, Chairman
Status of Subcommittee Assignments:
Subcommittee A - Recommendation for Further Study and Research
It was decided by the committee and approved by the Board of Directors to combine this Sub-Committee with Sub-Committee 8, Future Needs of Machinery.
Subcommittee B - Revision of Manual
The specifications for On-Tract; Roadway Machines are now in the revision process and it is expected that they will be sent to the board for approval in 1988. As well the Sub-Committee will start to clean up the redundant items now in the Committee 27 segment of the manual.
Subcommittee 1 - Reliability Engineering, as Applicable to Work Equipment
A questionnaire was developed and approved by the Board. This questionnaire is now out and w ill be tabulated. Future direction will be established from the results of the survey.
Subcommittee 2 - Preventive Maintenance of Maintenance of Way Equipment
A new chairman has been appointed to this committee and he will be discussing this sub- committees direction in Kansas City.
Subcommittee 3 - Computer Applications As Applicable to Work Equipment.
In November of 1986, the computer assisted work equipment maintenance facility of Amtrak at Bear Delaware, was host to the meeting of Committee 27. Handouts of the system were given to the committee members and a good discussion of the system followed. This committee is currently looking at other systems available and will report on some of them at the Kansas City meeting.
Subcommittee 4 - Maintenance of Way Equipment Safety
The board recently approved the merger of this sub-committee and Sub-Committee 9. study noise reduction on equipment, the board also recommended that this sub-committee and Committee 13. Environmental Engineering, work closely together on noise reduction.
Subcommittee 5 - Training Programs for Machine Operators and Maintainers.
Following the questionnaire sent out by this committee in 1986 a meeting was held with sarious railroad training personnel in attendance. The results of this meeting will be discussed in Kansas City.
Subcommittee 6 - Rationalization of the Work Equipment Function.
The chairman of this sub-committee resigned from his railroad this \ ear and a neu chairman will be appointed shortly. Following this the sub-committee direction w ill be established and sent to the board for ratification.
Subcommittee 8 - Future Needs of Machinery
Survey results will be discussed and appro\ed at the Kansas Cit\ meeting, it is expected that the survey will be sent to the board for approval and then published. Following the Kansas Cit\ meeting this sub-committee will be dissolved and incorporated into Sub-Committee A.
Subcommittee 9 - Study Noise Reduction on Equipment
This sub-committee will be dissolved and incorporated into Sub-Committee 4.
32
Excerpts From Annual Report Of A.R.E.A. Committee 28 - Clearances
CC. Smoot, Chairman Status of Subcommittee Assignments:
Subcommittee "A"
Latest re\iews v^ere on inaiuial graphics. ivcomnicrKlalioiis tor liiithLM studs and rcscaah on double stack equipment. Rccomniciulcd ivorgani/utitin mi suhconirnittce's to unolve greater participation.
Subcommittee "B"
Has submitted several items lor change and additii)n to manual including change to published clearance outhne and an additional method ol measuring railuav line clearances.
Subcommittee 1-85
This subcommittee is activel) working with the publishers ol ■Railua) Line Clearances" in de\elopnient ol a proposed lormat suitable tor computerized format for updating published clearances. Submissions have been made to Natit)nal Railway Publicatii)n Company and Ctimmittee 2S tor consideration. Recommendations include publication entries tor multi-level and double stack equipment. It will be several years before completion of this assignment. Benefits expected are more timely and accurate updating of present material and expansion of information relating lo new equipment t\pes.
Subcommittee 2-62
This permanent assignment on state legal clearances and regulatiinis has in the past \ear solicited changes from states, updated and presented re\isions to the chart of standards. Subcommittee 3-81
This assignment is complete awaiting publication in the bulletin and Board action. When this is complete, publication will be made through AREA of the booklet developed.
Subcommittee 4-85
Conversion of the heavy capacity special type Hat car section of the Official Railway Equipment Register to Umler Capability Format is entering its final stages. This committee working with an AAR Umler Ad Hoc Subcommittee has developed the formatting and specifications necessarv for conversii)n. It is estimated completion of this assignment will require about one additional year.
Subcommittee 5-80
Progress continues toward publication of heavy duty car diagrams and rating. At our last meeting this subcommittee presented diagrams and ratings for 6 axle equipment. With other Committee 2S assignments nearing completion, members will be assigned ti) assist in preparing diagrams, ratings and specifications on the remaining equipment. We anticipate several more years will be required to complete all equipment publications.
Subcommittee 6-76
This assignment has been limited to moniliiring and tabulating the tspes of high CC(i loads presently being handled over member lines. The goal to study the effects of such shipments in a controlled test environment (Pueblo) does not seem likely to occur in the near future. With this in mind the subcommittee chairman has recommended, and Committee 2S has \iited to appnne. termination of this assignment until such time as testing can be accomplished. Members will continue to report to the Committee on CCG Loads and Changes in their individual hanilling procedures.
Subcommittee 7-85
I'.arlier in the \ear this assignment uas terminated as complete. National Railuavs Publication Co. vsill keep the committee advisetl on items of interest occurmg.
33
34 Bulletin 714 — American Railway EngineerinL' Association
Subcommittee 8-86
The subcommittee chairman has presented to the committee two drafts on procedure for review. Questions have been raised from several members on items relating to legal issues. The latest draft of September 24, 1987 is now under study by members and their comments and incorporation of changes will be presented at the March 1988 Committee Meeting. It appears that at least one additional year will be required to complete this assignment.
Subcommittee 9-86
This recent assignment has been delayed in starting. Its first chairman left due to early retirement/ force reduction and the replacement chairman, a short line carrier management employee, has been temporarily diverted due to Labor/Management negotiations and work suspensions. We would anticipate a start up in 1988 with completion in about 1 1/2 years.
Subcommittee 11-85
The Glossar\ of Technical Terms published in the Railway Line Clearances Issue has been updated by additional terms and modification of previous items. The additional assignment of technical literature is updated continually. The Committee feels that this assignment will require continual updating and maintenance and should be continued for the present with revie\\ next year as to requesting permanent status.
Subcommittee 12-84
Assignment is complete and has met the required committee votes and ballots. This subcommittee chairman has recently retired and is in the process of presenting the finished assignment "Recommend Procedure To Insure Reporting To Clearance Engineer" To the Director of Engineering, AREA.
Excerpts From Annual Report Of A.R.E.A. Committee 32 - Systems Engineering
A.R. Hermann, Chairman
Subcommittee Status/Activity:
1. Engineering Management Systems (Established 1/86)
The sub-committee is working on the development of a paper on the stages involved in the development of computer systems including the emphasis that users take strong roles in the development to insure the desired product. It is proposed that this document be completed by early 1989 for possible bulletin publication. The smaller railroads are targeted as the benefactor of this work as it will provide guidance in the development of technologically advanced management systems that are most likely already in place on the major roads.
2. Gathering and Coordinating Information for the Management of the Engineering Function (Established 1/86)
The sub-committee is examining the type, sources and uses of information that are available to support the management systems of the various Railroad Engineering Departments that are being visited. A paper will be prepared by the fall of 1988 which will attempt to summarize the information obtained. It is the groups expectation that it will step back from the basic data and look at the concepts behind data collection methods, data base structures and management report designs that were chosen.
3. Systems Engineering Education (Date Established Unknown)
The sub-committee is currently reviewing the information returned on the questionnaires given to the participants at the 3/87 symposium and will be developing the theme for an 8/89 symposium based on the topic interest and other feedback information. Also, the sub-committee is examining other media to employ exchange of information in addition to the symposia technique which has proven very successful in the past.
4. Engineering Graphic Systems and Interchange Standards (Established 1/86)
Members of this sub-committee represent the only Railroad CADD (Computer Aided Drafting and Design) User Group that is available to help increase the performance and productivity of their systems. The sub-committee expects to complete a rough draft of a paper for an AREA Bulletin article that will summarize the types, equipment, utilization pro and cons of the various systems that exist on the responding railroads that offered information on a questionnaire that was distributed in 1986. Project completion in 1988.
35
Excerpts From Annual Report Of A.R.E.A. Committee 33 - Electrical Energy Utilization
A.J. Peters, Chairman
Subcommittee Activities;
Subcommittee 1 - Electrincation Economics
No activity due to serious illness of the chairman.
Subcommittee 4 - Catenary Pantograph Systems
Significant progress had been made in the compiling of data on the alternative types of footings now available for catenary support structures. Particular attention had been given to the pile drive footing used by BC Rail on the Tumbler Ridge construction, and by a number of European railway administrations. Guidelines for the selection of a design, and the procedures that should be followed for the design of catenary footings will be drafted as part of this assignment. However, it was concluded that local codes would take precedence over AREA guidelines.
Subcommittee 5 - Signal and Communication Protection in Electrified Territory
No activity to report due to the retirement of the chairman from active employment. He is being contacted to determine his willingness to continue as chairman.
Subcommittee 6 - Power Supply and Distribution
No active assignments at this time.
Subcommittee 7 - Equipment Generated Electrical Noise
No progress to report due to resignation of the previous chairman due to relocation. K. M. Watkins has volunteered to chair this subcommittee.
Much work is needed to restore this committee to the level of activity of one or two years ago. To accomplish this dt)rmant members, of which there are many, must be reactivated. Active subcommittee chairmen, the lifeblood of the committee, are needed to meet this objective. The present economic climate dictating the need for travel restrictions on the membership is likely to be a major obstacle to this end. Every attempt will be made to return this committee to full vigor during the coming year.
36
Excerpts From Annual Report Of A.R.E.A Committee 34 - Scales
C.T. Picton, Chairman
Subcommittee Activities:
Subcommittee "A"-Recommendations For Further Study and Research
Recommendations For Further Study and Research is an ongoing committee.
They investigate all new innovations connected to Railroad Weighing and determine it' they comply with the A.A.R. Handbook.
F.J. Loyd reported that a Kilowale Scale has been installed on the CSX System in an industry and that they are monitoring the weights between this coupled-in-niotion scale and a static scale.
C.T. Picton has been invited to witness the testing of a newly designed Kaman Corporation coupled-in-motion scale on a Conrail connecting railroad in September. 1987.
Subcommittee "B"-Revision of A.A.R. Scale Handbook
Revision of A.A.R. Scale Handbook is an ongoing committee.
This subciMiimittee will remain one of the most important for Federal and State Laws must be carefully monitored for changes so the handbot)k can be quickly supplemented to reflect these changes. Also, innovations in scales and weighing are taking place at a faster pace and it is necessary that the handbook reflect any changes needed to accomodate the new systems.
Subcommittee 1 -Preparations of Subject For Publication
Preparations of Subject For Publication is an ongoing committee. This subcommittee had no articles for publication.
Subcommittee 2-Statistical Data For Coupled-In-Motion Weighing and Testing
At the Committee 34 Meeting on October 7. 19S6 in Chicago, 111. it was voted on by the members to disband this subcommittee due to the fact we have our members of the advisory group to the National Bureau of Standards. This group is to present new testing procedures for coupled-in-motion weighing to the Specification and Tolerance Committee of the Bureau of Standards at their interim meeting in January. 198K.
Subcommittee 3-Innovations In Scales Used In Connection With Operations Of Railroads
Innovations In Scales Used In Connection With Operations Of Railroads is an ongoing connnittee that investigates all new designs and types of scales used in railroading.
Subcommittee 4-Criteria For The Location Of Coupled-In-Motion Track Scales
The efforts of this subcommittee arc directed towards writing a set of procedures to be followed by railroads or others who are comtemplating the installation of a coupled-in-motion scale.
The National Bureau of Standards advisory group is also helping this subcomnnttec with their test data.
Subcommittee 5-Inve.stigate Stenciling Of Cars Using Coupled-ln-Motion Weights
Data is still being collected by this subcommittee.
Your Committee continues to keep abreast of all proposed legislation which u ill affect railroad scales and weighing and will keep the A.A.R. Scale Handbook up to tialc uilli the latest proven innovation in weighing and weighing systems.
37
Pn>posed Manual Changes 39
Proposed Manual Revisions
The tollowing piopiised Revisions o\' the A. RE. A Maiuial for Railway Eiii^inccrin}' have been reeitnimended to the association by the technical committee responsible for each chapter after a letter ballot is approved by: ( 1 ) a two-thirds majority of the eligible members voting, and (2) by at least fifty percent of the total eligible voting members tin the committee. They are being published here for comment of the general A.R.Ei.A. membership and any other interested parties. Comments should he sent to A.R.E.A. headquarters by March 1 , 1988. These comments will be considered by the A. R.E. A. Board of Direction in deciding whether to give final approval for inclusion of the proposed changes in the Manual Revisions which gt) into effect August 1. 19X8.
40 Bulletin 714 — American Railway Engineering Association
Proposed 1988 Manual Revisions To Chapter 1 - Roadway and Ballast
The following Parts of Chapter 1 are proposed to be revised as follows: Part 1 - Roadbed:
It is proposed to replace Article 1.4.1, Maintenance of Roadbed with paragraphs 1.4.1.1 through
1.4.1.6. The existing paragraph 1.4.1.4, Frost Heaving will be retained and renumbered paragraph
1.4.1.7. These revisions include the addition of discussions on the consistency of roadbeds and roadbed instability, with substantially amplified explanation on recommended corrective procedures.
Part 2 - Ballast:
A glossary of ballast terms are proposed to be added at the beginning of Part 2.
It is proposed to replace with a complete rewrite the specifications on subballast. Significant new information includes the identification of materials commonly used, recommended ASTM tests and specifications for a subballast section.
Part 4 - Culverts:
Proposed Part 4 changes involve a total reorganizing and renumbering. Section 4.2, Specifications for Ductile Iron Pipe and Section 4.3, Specifications for Cast Iron Culvert Pipe will be deleted. A new Section 4.8. Hydraulics of Culverts, is proposed to be added. (A copy of Section 4.8 is not being printed here, but is available by writing A.R.E.A. Headquarters and enclosing S2.00.)
Part 9 - Railroad Vegetation Control:
Proposed changes include revision and deletion of terms in the glossary, addition of Article 9. 1 , Rationale and Scope of Work and revision of Article 9.2, Preparing a Vegetation Control Program. A substantive change to Article 9.2 includes the addition of Recommended Roadbed Spraying Patterns.
Proposed Manual Changes 41
1.4 MAINTENANCE
1.4.1 MAINTENANCE OF ROADBED
1.4.1.1 General
The roadbed is that portion of the track structure beneath the ballast section and within the major zone of influence of live traffic loads. The performance of the roadbed is greatly inlluenced by the following factors:
(1) The presence of excess moisture in the roadbed and the site specific drainage characteristics of the roadbed and ballast section.
(2) The engineering properties, thicknesses, in place densities, and degree of confinement of the various materials.
(3) The effect upon the roadbed of environmental factors; especially, precipitation, temperature, and the presence of groundwater.
(4) The magnitude and repetition of the rail traffic loads.
(5) The characteristics of the track super-structure (rail and ties) and ballast; especially, the thickness of the ballast section.
Of all the factors affecting roadbed performance, the presence of excess moisture in combination with one or more other factors is the root cause for most roadbed maintenance problems. Therefore, the design and maintenance of drainage is of primary concern and paramount to the success of most corrective measures.
The roadbed consists of the zone of native rock and soil and imported soils and granular materials extending downward from thebottomof the ballast section that is within the major zone of infiuencc of live traffic loads. In new construction and in some existing tracks, the roadbed is .separated from the ballast and sometimes sub-ballast by distinct boundaries. However, in most cases, there are no distinct boundaries between layers of the ballast, sub-ballast, and roadbed.
The roadbed can be considered to extend to an approximate depth of six feet beneath the ballast section. Beneath this level, the stresses from live traffic loads are relatively low and the adverse effects of climate, precipitation and groundwater on the roadbed are minimal.
The roadbed can be composed of a wide variety of materials. The most predominant material is local native soils and soils imported from nearby sources. In the upper layers of the roadbed, imported materials including cinders, chat, sands, and pit run gravels may be found intermixed with the ballast materials that have been placed during track surfacing cycles.
The composition and thickness of the materials and the drainage conditions existing in the upper two feet of the roadbed are extremely important because of the high stresses from track loads and exposure to environmental factors. Roadbed induced track problems such as loss of line, surface, gage, mud pumping and ballast fouling in most cases can be traced to one or a combination of deficiencies in the material properties, thickness, or drainage characteristic within the upper two feet of the roadbed. Therefore, most roadbed corrective measures should be concentrated at making improvements to the upper two feet of the roadbed and especially to the interface between the ballast (or sub-ballast) and the roadbed soils in addition to making improvements to the drainage.
1.4.1.2 Existing Roadbeds
The great majority of railroad roadbeds in service today were originally constructed many years ago and without the benefit of modem methods and equipment. In many instances the track was built directly on top of the native loose soils or on nearby borrow soils thai w ere loosely dumped and spread in place to form narrow shallow fills with steep side slopes. Little attention, if any, was given to selecting soils with more favorable roadbed properties or compacting the roadbed soils before
42
Bulletin 714 — American Railway Engineering Association
constructing track. However, over the years, these roadbeds have tended to become firm and stable from the compaction and consolidation effects of rail traffic and from the numerous surfacing cycles that have contributed granular materials and ballast to the roadbed. Often these old gravel and ballast layers seem to form natural filters that prevent migration of roadbed soils into the more recently placed crushed ballast section. Subsurface exploration of existing roadbeds will often reveal several layers of soil, imported granular materials, and old ballast of varying thicknesses and depths. An example of a typical cross section of an existing roadbed is shown in Figure 1.4.1.
EAST
BALLAST a LOAM
12 II 10 98765432101 23456789 10 II 12
FEET VIEW LOOKING NORTH
FIG. 1.4.1
TYPICAL CROSS SECTION OF EXISTING TRACK
There are many instances of a continual loss of line and surface accompanied by mud pumping, often referred to as "chronic spots" or '"soft spots". Subsurface explorations of these chronic problem areas will often reveal unsuitable materials at great depths mixed with ballast sometimes referred to as "ballast pockets". A cross section of a typical ballast pocket is shown in Figure 1.4.2
ESTABLISHED TOP OF SUBGRADE
- SHOULDER HEAVE
j.:rLjSM.>- - -WATER ROADBED ZONE 6' +
SOFT CLAY
FIG. 1.4.2 TYPICAL SECTION OF DISPLACED ROADBED AND
BALLAST POCKET
Proposed Manual Changes
43
1.4.1.3 Identifying Roadbed Instability
Initial evidence of roadbed instability is a continual loss of line and surface despite satisfactory rail and tie condition and an assumed adequate ballast section. Loss of line and surface may continue even after several ballast applications followed by lining and surfacing operations. A muddy, fouled ballast section and heaved track are other indications of roadbed instability. Excess moisture and poor drainage conditions are so closely related that evidence of either can almost be considered as an indicator of roadbed instability. However, caution should be u.sed before identifying a muddy fouled ballast section as roadbed instability. In some cases internal abrasion and weathering of the ballast or windblown dirt and car droppings will cause a fouled ballast section and give the appearance of roadbed instability. If any doubt exists as to the cause or extent of roadbed instability; subsurface explorations, sampling and geotechnical testing of the roadbed materials should be performed. The technique of excavating a trench several feet deep across the width of the ballast section for the purpose of exposing the layers, thicknesses, and relative positions of the roadbed materials is strongly recommended as an aid in the planning any roadbed corrective measures.
Vertical and laterial displacements of the roadbed as evidenced by loss of track line and surface may actually originate beneath the roadbed zone. The possibility that embankment, slope, or foundation stability problems exist and are contributing to roadbed displacements should be investigated and analyzed before attempting roadbed corrective measures. Refer to Articles 1.2.3 and 1.4.3, this chapter for further information of fill and slope design, and maintenance.
parallelM
FRENCH DRAIN fi
PERFORATED PIPE'
CHEMICAL INJECTION
^AM AST .SECTION _AL la" ''-''"'' « -i « ^ I
SIDE DITCH
DRAIN COLLECTOR LATERAL DRAINAGE TRENCH
FIG. 1.4.3 TYPICAL SECTION INDICATING VARIOUS ROADBED
TERMINOLOGY
1.4.1.4 Types of Roadbed Instability
Possible indicationsofun.stable track include the loss of surface, line and gage, and fouled ballast. These may be caused by the following roadbed conditions:
(1) Migration and pumping of the subgrade and roadbed materials into the ballast section. The balla.st .section becomes contaminated with fine materials resulting in a dramatic decrease in the overall strength of the ballast system and resulting in a loss of surface and line.
(2) The vertical and lateral displacement of the roadbed soils and roadbed materials as reflected in surface and line of the track.
(3) Frost heaving of subgrade soils and roadbed materials.
44 Bulletin 714 — American Railway Engineering Association
The presence of excess moisture in the roadbed is the single most important factor contributing to the first two roadbed instability problems. Also the first two conditions often combine to create roadbed displacement, pumping and contaminated ballast. An increase in the weight and frequency of traffic will contribute to the first two conditions by overstressing the subgrade and roadbed material and pumping fines upward into the ballst. The third condition, frost heaving, is heavily dependent on unfavorable environmental and roadbed material conditions, and to a lesser extent is dependent on traffic . 1.4.1.5 Migration and Pumping of Roadbed Soils and Materials
Subgrade and roadbed soils may be pumped up into the ballast voids by the action of repetitive wheel loads. Fine sands, silts, clays, and clayey silts are highly susceptible to pumping when excess moisture is present in the roadbed. Subgrade and roadbed soils also will tend to migrate into and eventually foul the ballast section if the roadbed is composed of loose, fine materials that deform under traffic loading or permit the ballast materials to penetrate into the roadbed.
In new construction, or major reconstruction projects, pumping and migration of roadbed soils can be prevented by the design and construction methods presented in Article 1.2.5.3 of this chapter.
Pumping and migration of roadbed soils can be controlled or eliminated in existing track by the methods listed below:
(1) Improving the drainage to keep the roadbed dry. Both surface and subsurface drainage improvements will reduce pore water pressure build up and will increase the strength of the roadbed. Surface drainage of the roadway is described in Article 1.2.4 of this chapter. Improvements to subsurface drainage are described in Article 1.2.4.2 of this chapter. Before considering subsurface drainage, an adequate field investigation and drainage system design should be performed. Lateral and longitudinal subdrains consisting of perforated pipes, geotextiles, and free draining backfill materials can be used in combintion to improve the roadbed drainage.
(2) Removing the track and fouled ballast and reconstructing the roadbed by adding a compacted granular sub-ballast layer of sufficient thickness that will function as a firm, unyielding, load bearing layer and as a filter against the intrusion and migration of roadbed and subgrade fines. It is recommended that the sub-ballast consist of a well graded crushed rock with not more than 8 percent passing the #200 sieve and with gradation conforming to the base mixture gradation in ASTM D-2940. Other sub-ballast materials as described in Article 1.2.11.1 of this chapter may be used. It is recommended that the sub-ballast layer be at least 12 inches thick and should be compacted to a minimum of 95 percent relative density as determined by ASTM D-1557.
(3) Removing the track and fouled ballast and reconstructing the roadbed with a layer of high strength, flexible or rigid stabilized material. Hot-mix asphalt concretes have been used with success as a flexible stabilized roadbed. Lime treated soils, soil-cements, cement treated bases, and Portland Cement concretes have been used as rigid stabilized materials. The stabilized materials should be of adequate thickness and include provisions for drainage and prevention of pumping. It is highly recommended that a free draining material resistant to pumping and migration of fines be placed beneath rigid stabilized layers.
(4) Placing a geotextile (combined with removal of fouled ballast) at least 8 inches and preferably 12 inches beneath the bottom of tie. The application and physical requirements for geotextiles are given in Part 10 of this chapter. With careful planning, the geotextile may be effectively placed during an undercutting or sledding operation that avoids total removal or shifting of the track. The primary purpose of the geotextile is to function as a filter and to separate the ballast and sub-ballast from the fine roadbed soils. The geotextile may also function to reinforce the roadbed and reduce ballast penetration into the roadbed section.
Proposed Manual Changes 45
(5) Injecting chemicals into the roadbed. Lime, lime/fly ash, and cement slunrys injected at relatively shallow depths and close spacing have been used with some success to reduce pumping and prevent migration of fines into the ballast section. Use of chemical injection should be preceded by a program of subsurface exploration, sampling, and laboratory testing to determine if the chemical will react with and improve the roadbed material and soil.
(6) Increasing the thickness of the ballast section by track raise.
(7) Applying and compacting a layer of sand utilizing large on-track equipment similar to an undercutter. This equipment is capable of lifting the track as a unit, removing fouled balla.st, laying and compacting a sand layer and replacing the track. This technique and equipment has been used with success in Europe.
1.4.1.6 Vertical And Lateral Displacement of Roadbed Soils and Materials
Areas where track settles repeatedly under traffic requiring frequent surfacing and lining can be caused by deformation of weak and plastic subgrades and roadbed materials. The deformation may be accompanied by the roadbed squeezing up between the ties or out at the track shoulders, or bulging on the upper roadbed side slopes. These track areas that require frequent surfacing are often called "soft spots", "chronic spots" or unstable roadbed.
Soft spots usually ocur where there are low strength and/or saturated subgrade soils and roadbed materials that permanently deform under traffic causing a local depression in the roadbed beneath the track.
Soft spots or unstable roadbed are believed to develop as follows:
( 1 ) An existing track or recently constructed track is located over low strength, plastic subgrade or roadbed materials. In most cases there is no sub-ballast layer and the roadbed is loose and not compacted. Traffic loads transmitted through the rail, tie and ballast structures overstress the roadbed and subgrade resulting in permanent deformation and the creation of a depression that traps water.
(2) The water trapped in the depressions saturates and lowers the strength of the roadbed materials and soils.
(3) The continual cycle of repetitive wheel loads combined with saturation results in the roadbed becoming plastic and displacing or squeezing laterally beyond the ends of the ties to the track shoulder. Frequent additions of ballast combined with surfacing and tamping supplies material permitting the deformation and displacement to continue.
(4) A ridge of displaced roadbed materials and soils is raised around each depression and forms a ballast pocket capable of holding large amounts of water. Roadbed materials and soils at the base of the pocket continue to be saturated and deft)rm, creating a worsening self-perpetuating condition.
Corrective techniques for soft spots and unstable roadbed can be divided into those that can be performed by removing the track and those that must be performed without removing the track.
When the track can be removed, displaced and deformed roadbeds, soft spots and ballast pockets can be corrected by one of the following methods:
( 1 ) Improvements to the surface and subsurface drainage conditions as described in Article 1.4.1.5 (1), combined with excavation and wasting of the fouled ballast and roadbed material and replacement with well compacted suitable soils and a sub-ballast layer as described in Article 1 .4. 1 .5 (2) or replacement with a high strength stabilized layer as described in Article 1 .4. 1 .3 (3).
(2) Improvements to the surface and subsurface drainage combined w ith excavation and wasting of the fouled ballast and roadbed materials and replacement with a well compacted suitable soil.
46 Bulletin 714 — American Railway Engineering Association
(3) Excavation of the ballast and roadbed materials and the placement of a geotextile and/or geogrid at the ballastyroadbed interface or the sub-ballastyroadbed interface. The geotextile will separate and filter the fine roadbed and soil materials from the ballast section and geotextiles and geogrids may provide reinforcement to the ballast/roadbed system. Improvements to the surface and subsurface drainage conditions should also be considered.
(4) Relatively deep chemical injection of the roadbed with lime, lime/fly ash. or cement followed by combinations of corrective methods listed above. Use of chemical injection should be preceded by a program of subsurface exploration, sampling and laboratory testing to determine if the chemical will react with and improve the roadbed material and soil.
When the track cannot be removed, displaced and deformed roadbeds, soft spots, and ballast pockets may be corrected by one of the following methods:
( 1 ) Improvements to the surface and subsurface drainage. The surface drainage can be improved by constructing a system of ditches parallel to the roadbed with catch basins, culverts and other surface drainage facilities that will quickly dispose of surface water without accumulation or damaging effects. However, caution should be used when constructing parallel side ditches that are too deep and affect the lateral stability of the roadbed materials. Subsurface drainage improvements should be preceded by a thorough field investigation including subsurface explorations, trenches to expose the roadbed, laboratory testing and an analysis and design of the subsurface drainage system. This careful and thorough attention to detail for the use of subsurface drainage systems to correct roadbed instability is required for three reasons. First, subsurface drainage works best where it is least needed. Soils and roadbed materials that respond the best to subsurface drainage include sands, gravels and granular roadbed materials: materials that are inherently stable. Low strength fine grained materials including silts, clays and contaminated granular materials have very low permeabilities and are extremely difficult to drain. Second, effective subsurface drainage often requires a system of parallel and lateral trenches, pipes, connections, porous backfill materials, graded filter materials, geotextiles. etc.. all of which must be carefully installed and diligently maintained to provide a drainage system that functions properly. Third, the installation and maintenance costs associated with effective subsurface drains can be very high.
In many cases improvements to the drainage will be combined with one or more of the corrective techniques included below:
(2) Geotextiles. geogrids and other reinforcing materials may be installed in combination with undercutting, sledding or other track raise techniques that avoids the total removal or shifting of the track. The geotextile and geogrid used in this manner must possess the strength and other material properties necessary to act as a reinforcement capable of bridging over the unstable area or soft spot. The geotextile and/or geogrid should at least be 8 inches and preferabh 12 inches beneath the bottom of the tie.
(3) Stabilization of the roadbed by lime or lime fiy ash injection. Use of lime or lime/fiy ash injection should be preceded by a program of subsurface exploration, sampling and laboratory testing to determine if the lime or lime/fiy ash will react with and impro\e the roadbed soils and materials. The injection of lime and lime/fiy ash slurry into unstable roadbeds, soft spots and ballast pockets has been most successful with certain reactive clays and silts. Ballast pockets can be made impermeable by the saturation and injection of lime/fly ash slurry. Lime slurry chemically improves reactive soils and increases the strength at depths to 40 feet. Double lime injection is often required to improve shallow soil problems in areas where stresses are highest.
(4) Stabilization of the roadbed materials and soils with cement grout according to the prix:edure given in AREA proceeding. Volume 53, 1952. pages 736-742.
Proposed Manual Changes 47
(5) Railroad roadbeds constructed on shallow narrow embankments often become unstable due to a combination of poor roadbed materials and a lack of lateral confinement extending beyond the end of the ties. This condition can be corrected by the addition of small bemis to the roadbed side slopes. The effect of the berm construction on the roadbed drainage should be carefully analyzed prior to building any berms. Stabilization berms should always be kept below the level of the ballast and the upper portion of the granular roadbed. The berms should have good cross slope to promote drainage.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 2 Ballast
1988
GLOSSARY
MINERAL AGGREGATES AND RELATED TERMS
AGGREGATE
The mineral material, such as sand, gravel, shells, slag or broken stone, or combinations thereof, with which cement or bituminous materials is mixed to form a mortar or concrete. "Fine Aggregate" may be considered as the material that will pass a 1/4-inch screen. "Coarse Aggregate" is the material that will not pass a 1/4-inch screen.
BANK GRAVEL
Gravel found in natural deposits, usually more or less intermixed with fine materials, such as sand or clay, or combinations thereof, gravely clay, gravely sand, clayey gravel and sandy gravel, indicate the varying proportions of the materials in the mixture.
BANK SANDS
Sand pits containing sand with little or no gravel. This sand contains from 0 - 12% clay and silt and has a gradation suitable for sand asphalt, a bituminous mix.
BASALT
A word of ancient but uncertain etymology. It is employed as a rock name in its restricted sense for porphyritic and felsitic rocks consisting of augite, olivine, and plagioclase with varying amounts of glassy base which may entirely disappear. In a broader sense the basalt or basaltic group is used to include all the dark, basic, volcanic rocks, such as the true basalts; the nepheline, leucite, and melilite-basalts; the augites and limburgites; the diabases, and melaphyres.
BOULDER
A rock fragment with an average dimension of 12 inches (305rrun) or greater.
C.B.R. (California Bearing Ratio)
A measurement of strength and support value of base materials or subgrade soils (ASTM 01883 or AASHTOT-193).
CALCITE
Calcite (calcium carbonate, CaC03), is the important mineral in limestone and is, therefore, one of the most common minerals and contains 56 percent lime, CaO. Generally, it is white or colorless but it may be tinted gray, red, green or blue. It occurs in many varieties of crystal forms (more than 300 have been described). Calcite can be scratched by a knife, but not by the fingernail, and it fizzes freely in cold hydrochloric acid. If a large crystal of calcite is shattered with a hammer, it breaks into smaller rhomb-shaped blocks because it has perfect cleavage in three directions.
CHATS
(Northumb) Small pieces of stone with ore. (Emg.) A low grade of lead ore. Also middlings which are to be crushed and subjected to further treatment. The mineral and rocks mixed together u hich must be crushed and cleaned bctore sold as a mineral. Chats arc not the same as tailings, as the latter arc not thrown aside to keep for future milling.
48
Proposed Manual Changes 49
CHERT
A compact, siliceous rock formed of chalcedonic or opaline silica, one or both, and of organic or precipitated origin. Chert occurs distributed through limestone, affording cherty limestones. Flint is a variety of chert.
CHIPS
100 percent fractured stone usually passing 1/2-inch square mesh sieve but retained on No. 8 sieve. Applied over seal coats, broomed and rolled to provide a skidproof surface and to prevent bleeding on bituminous roads.
CLAY
A fine grained soil (finer than 0.002mm - 0.005mm) that has plastic properties within a range of moisture contents and exhibits considerable strength when air dried.
CLAY SIZE
Soil with a particle size finer than 0.005mm (in .some cases, finer than 0.002mm).
CLOSED CYCLE SYSTEM
A series of conveyors and/or elevating devices which return oversize material back to a crusher for further reduction.
COBBLE
A rock fragment xVith an average size between 12 inches (305mm) and 3 inches (76mm). COMPACTION
The artificial densification of a soil, generally by mechanical means.
COMPACTION TEST PROCEDURE
The general procedure is to specify the size, weight, height of drop and number of blows to be delivered by a tamper to a confined soil sample, and then to measure the resulting density both wet and dry. The process is repeated, varying the water content, until the highest density is recorded for the method. The moisture content of the wet sample corresponding to the highest density of the dry sample is the optimum. Some special variations in method may exist but the most common prescribed are the AASHO T-99 or T- 1 80 or corresponding ASTM D698 or D 1 557. The method does not apply to ballast.
CONGLOMERATE
A coarse grained clastic sedimentary rock compo.sed generally of pebbles, cobbles and boulders set in a fine-grained matrix of sand or silt and commonly cemented by calcium carbonate, silica or hardened clay. The consolidated equivalent of gravel.
CONSOLIDATION
The reduction in soil volume due to increase in compressive stress.
CONVEYORS
A device consisting of a steel frame equipped with rollers and pulleys over which a continuous rubber belt travels and used for delivery of material from one portion of a plant to another. NOTE: Conveyors are further described by a word describing their use; i.e., a "feed" conveyor usually feeds material into a plant, crusher or on to a screen. A "delivery" conveyor usually delivers material from any of components to another component, or to a truck or stockpile.
COVERAGE
One complete application of a compaclive effort over the entire area being compacted.
50 Bulletin 714 — American Railway Engineering Association
DEFLECTION
The amount of downward vertical movement of a surface due to the application of a load to the surface.
DENSE GRADED AGGREGATE
A continuous grading from a designated top size to dust to provide maximum density after compaction.
DENSITY
Mass per unit volume. Can be expressed as unit weight per cubic foot (excluding water) as a measure of the degree of compaction.
DIABASE
A basic igneous rock usually occuring in dikes or intrusive sheets, and composed essentially of labradorite and pyroxene with small quantities of magnetite and apatite. The plagioclase forms lathshaped crystals lying in all directions among the dark irregular augite grains, giving rise to the peculiar diabasic or ophitic texture, which is a distinctive feature in the coarser-grained occurrences.
DIORITE
A granitoid rock composed essentially of hornblende and feldspar which is mostly or wholly plagioclase, with accessory biotite and (or) augite. Minute grains of magnetic and titanite may be visible. Quartz may be present in considerable amount, in which case the rock is called quartz diorite.
DOLOMITE
Dolomites are fine to coarse grained carbonate sedimentary rocks having a magnesium carbonate value above 36%. Dolomite occurs in crystalline and non-crystalline forms, and is clearly associated and often interbedded with limestone.
The mineral dolomite is composed of calcium magnesium carbonate (CaMg (CO^)^) and is closely related to calcite. In large masses, the mineral forms the rock called dolomite. It may be white, gray, greenish gray, brown or pink, and has a glassy to pearly luster. It occurs in coarse to fine grained granular masses and in crystals. Most dolomite crystals are rhomb-shaped like calcite cleavage blocks, but unlike most other minerals, the crystal faces are typically curved. Dolomite is slightly harder than calcite, although it can be easily scratched by a knife. It will not fizz in cold hydrochloric acid unless first ground to a powder or the acid heated.
FEEDER
A device placed under a hopper which conveys material into a plant, crusher or onto a conveyor at a uniform rate. The types most commonly used are reciprocating (back and forth motion), continuous steel apron type, rubber belt conveyor and vibrating pan.
FELDSPAR
A general name for a group of abundant rock-fomiing minerals, the names and compositions of which are as follows: Orthoclase, Microcline, Anorthoclase. Plagioclase, Oligoclase. Andesine, Labradorite, Bytownite, Celsian, and Hyalophane. The name of the mineral is often prefixed to the names of those rocks that contain it such as feldspar-porphyry , feldspar-basalt, etc. The tenn feldspar applies not merely to one but to all members of a group of minerals composed of aluminum silicates carrying principally sodium, calcium, or potassium. The feldspars are light in color (pink, green, white and gray), have a glassy or satiny luster and have a good cleavage in two directions, almost at right angles to each other. They cannot be scratched by a knife. Most feldspars occur in igneous rocks. Feldspar pebbles may be distinguished from quartz pebble by the good cleavage.
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FINE GRADED AGGREGATES
Mineral aggregates which will pass a No. 4 mesh screen and he retained on No. 200 screen. FINE SCREENINGS
Materials below No. 4 mesh screen.
FINISHED PRODUCT
The resultant material after it has been processed (crushed, screened, sometimes washed) to the desired size and specifications.
GABBRO
A finely to coarsely crystalline igneous rock composed mainly of lime-soda feldspar ( labradorite or anorthite), pyroxene and frequently olivine. Magnetite or ilmenite, or both, and apatite are accessory minerals. It is generally dark colored. Gabbros composed largely or wholly of feldspar are called anorthosites, and those containing orthorhombic pyroxene are often called norites.
GNEISS
A foliated rock formed by regional metamorphism in bands of lenticles of granular minerals alternating with bands or lenticles in which minerals having flaky or elongate habits predominate.
GRADED AGGREGATE
A term describing a mineral aggregate in which there is a continuous grading in the sizes of mineral fragments from coarse to fine, the coarser sizes being many times the diameter of the finer sizes.
GRANITE
A plutonic rock having an even texture and consisting chiefly of feldspar and quartz.
GRAVEL
A rock fragment with an average dimension between 3 inches (76mni) and 3/16 of an inch (4.75mm). Gravel deposits vary greatly in mineral composition, size, shape, and color. There are gravels which consist mainly of just one mineral, as chert or Hint weathered from the Pennsylvanian and Permian Rocks, or feldspar, agate, clear transparent quartz, native copper, granite, basalt (a fine grained rock) and other igneous rocks.
GRAVEL PIT SANDS
Produced by separating sand (material passing No. 4 sieve) from gravel with a mechanical screen. This type of sand sometimes contains quantities of clay and has a fairly citniplete gradation ranging from coarse to very fine.
GUMBO
A name current in Western and Southern states for those soils that yield a sticky mud when wet. A putty-like clay associated with lead and zinc deposits. A clay encountered in drilling for oil and sulphur.
hornblp:ndite
A granitoid, igneous rock, consisting essentially of hornblende and analogous to pyroxenite.
hornstone
An impure Hint or chalcedony with splintery fracture, more brittle than flint. Also, a general term for a tough silicious rock having a splintery fracture.
JAW CRUSHER
A crusher which breaks material by squeezing it between two jaw plates, one movable and one stationary.
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LAVA
A general term for a molten extrusive and for the rock that is solidified from it. It is dark fine-grained rock. Boulders and pebbles of lava rock occur in stream deposits and in boulder clay and related deposits of some glaciated regions.
LIME
An alkaline earth consisting of the oxide of calcium. Artificially made by calcining or burning limestone or marble.
LIME ROCK
A term used in Southeastern U.S. for an unconsolidated or partly consolidated form of limestone usually containing shells or shell fragments with a varying percentage of silica.
LIMESTONE
A sedimentary carbonate rock composed chiefly of calcium carbonate and small percentages of magnesium carbonate. Carbonate materials indicating magnesium carbonate values below 28% are defined as limestones.
LIQUID LIMIT
The moisture content at which a soil changes from a plastic state to a liquid state. MAGNESITE
Native magnesium carbonate, MgCO^. Purities range from 82 to 96 percent MgO. MATERIALS HANDLING
Methods of transporting broken or crushed material from one point to another.
MICA
A group of complex phyllosilicates that are characterized by low hardness and by perfect basal cleavage, readily splitting into thin, tough, somewhat elastic plates with a pearl luster and color that ranges from colorless to white to dark green or black. Micas are prominent rock-forming constituents of igneous and metamorphic rocks and occur as flakes or scales. Muscovite or "white mica" is transparent and colorless. Biotite or "black mica" is dark green or black in color.
HARDNESS OF MINERALS
A scale of hardness used as an aid in identifying minerals and based on a scale of one to ten with talc having a value of one and diamond a value often. Diamonds are harder than quartz and will, therefore, scratch quartz; quartz will scratch calcite; calcite will scratch gypsum and so on. An easy way of estimating the hardness of a mineral in the field is by trying to scratch it with such common objects as a fingernail, a copper penny, a pocket knife blade, and a piece of window glass. Glass, the hardest of the four, will scratch the most minerals, the knife is next in hardness, then in order comes the copper cent and the fingernail.
MINERAL CLEAVAGE AND FRACTURE
Some minerals when struck a sharp blow, break only along certain lines, while other minerals break just as easily in one direction as in another. When a mineral has a tendency to break along certain planes, it is said to have cleavage, which is the result of arrangement of the molecules and atoms. Minerals may have only one plane of weakness or cleavage, or they may have two, three or more. The second type of breaking, that which is not determined by an arrangement of molecules, is called fracture and this also varies among different minerals. Various types of fractures are described as smooth, uneven, ragged, and shell like.
Proposed Manual Changes 33
MOISTURE CONTENT (Water Content)
The ratio, expressed as a percentage, of the weight of water in a given soil mass to the weight of solid particles.
NEPHELINE SYENITE
A quartz-free crystalline rock consisting mostly of nephelite, albite and microline feldspar. Rare minerals are frequently found as accessory minerals.
OLIVINE
A mineral group consisting of fayalite, olivine and forsterite and forming the isomorphous system. Olivine also is an olive-green and a common rock forming mineral of basic and low silica rocks.
OOLITE
A sedimentary rock consisting of small round grains, usually carbonate of lime, cemented together.
OPEN GRADED AGGREGATE
Aggregate graded to a narrow size range with few, if any, fines designed to provide rapid internal discharge.
OPTIMUM MOISTURE
Percentage by weight of water at which the maximum dry density can be obtained on a sample by a prescribed compaction procedure. It will, therefore, vary with the method used.
OVERBURDEN
Soil or decomposed rock which overlies un weathered rock in a quarry.
OVERSIZE
Material which will not pass a desired size of square opening screen wire and, therefore, must be crushed or recrushed.
PARTICLE
An individual piece of rock, gravel or other material in the screen feed. PASS
A pass refers to one passage (one way) of compacting equipment over the area being compacted. PEA GRAVEL
Any clean gravel, whether bank or river gravel, having a gradation of from 1/4-inch to 1/2-inch or which approximates a pea in grain size.
PERIDOTITE
A granular igneous rock composed essentially of olivine, generally with some form of pyroxene, and with or without hornblende, biotite, chromitc, garnet, etc.
PHOSPHATE ROCK
A rock consisting of calcium phosphate, usually together wi(h calcium carbonate and other minerals, used in making fertilizers.
PLASTIC LIMIT
The moisture content at which a soil changes from a scmi.solid state to a plastic state. PLASTICITY
The property of a soil or rock which allows it to be deformed beyond the point of recovery.
54 Bulletin 714 — American Railway Engineering Association
PLASTICITY INDEX
The numerical difference between the liquid limit and plastic limit.
QUARTZ
Quartz, the most common of all minerals, is composed of silicon and oxygen (SiO^) and is found in many different varieties. When pure, it is colorless but it also assumes various shades of yellow, pink, purple, brown, green, blue or gray. One of the hardest of minerals, it will easily scratch window glass. It has no good cleavage and has a glassy to greasy luster.
There are two main types of quartz, the coarsely crystalline and the fine orcryptocrystalline forms. The crystals of the first type are six-sided prisms with pyramids capping one or both ends.
The second main type of quartz is called cryptocrystalline because the crystals are so small that they cannot be seen without a microscope. The best known varieties in this group are fiint and chert.
QUARTZITE
Quartzite is a granoblastic metamorphic rock consisting mainly of quartz and formed by recrystallization of sandstone or chert by either regional or thermal metamorphism. Quartzite may also be a very hard but unmetamorphosed sandstone consisting chiefiy of quartz grains with secondary silica, that the rock breaks across or through the grains rather than around them.
RIVER GRAVEL
Found in almost any stream or river and consists of partly rounded and smooth fragments of rock from sand to boulder size and is usually free from clay and silt.
RIVER SAND
Due to action of water and the rolling of one particle of sand over another, does not have a high percentage of sharp angular grains and is usually free from clay and very fine sizes.
RHYOLITE
A group of extrusive igneous rocks, typically porphyritic and commonly exhibiting flow texture with phenocrysts of quartz and alkali feldspar in a glassy groundmass. Rhyolite is the extrusive equivalent of granite.
ROLL CRUSHER (Double)
A crusher which breaks material by squeezing it between two revolving metal cylinders, with axes parallel to each other and separated by a space equal to the desired size of finished product.
SAND
Material with a particle size between 4.75mm (No. 4 sieve) and 0.075mm (No. 200 sieve).
SANDSTONE
An indurated sedimentary rock formed of coherent or cemented sand. The sand usually consists of quartz, may vary in color, and may be deposited by wind or water.
SCALPING SCREEN
A vibrating or revolving screen which separates various sizes of materials for delivery to one or more crushers and by-passes small sizes around the crushers.
SCHIST
A strongly foliated crystalline rock, formed by dynamic metamorphism, that can be readily split into thin flakes or slabs due to well developed parallelism of more than 50'7f of the minerals present. Mineral composition is not an essential factor in the definition.
Proposed Manual Changes 55
SCREENING
The separation of crushed or natural aggregate materials ol diflerenl sizes by causing one si/e to be retained on a screen surface.
SCREENINGS
Material, most always undersize, that will pass through the smallest production mesh screen. SCREENING EFFICIENCY
Ratio of screen undersize actually passing the screen openings to the total undersize in the feed.
SERPENTINE
1 . In mineralogy, a hydrous magnesium silicate (H4MgSi20x), comnK)nly green, greenish-yellow, or greenish-gray, and massive, fibrous, lamellar, or occurring as pseudomorphs. It is an important constituent of some metamorphic rocks and is everywhere secondary, after olivine, amphibole, pyroxene, etc. 2. In petrology, a metamorphic rock composed chiefly or wholly of the mineral serpentine.
SHALE
A fine grained detrital sedimentary rock, formed by consolidation of clay, silt or mud. It is characterized by finely laminated structure, which imparts a fissility approximately parallel to bedding, along which the rock breaks into thin layers. Shale is generally soft and may have a variety of colors.
SHELL
The term "Shell Aggregate" applies to oyster, clam shells, etc., used for road surfacing material. These shells are crushed in an ordinary stone crusher. It is difficult to crush this material to a given specification, and it does not produce a strong pavement unless a suitable gradation is produced through the introduction of other aggregates, such as sand and stone.
SILICA
An oxide of silicon (SiOi). Occurs in nature as a mineral of economic importance in quartz, chalcedony, chert, fiint, opal, diatomaceous earth and sandstone. The most abundant constituent of the earth's crust.
SILT
A fine grained soil (passing the No. 200 sieve) of low plasticity which exhibits little or no strength upon air drying.
SILT SIZE
Soil with a particle size between 0.075mm (No. 200 sieve) and 0.(X)5mm (in some cases, size range is 0.002mm to 0.005mm - 0.075mm).
SILTSTONE
Consolidated or compacted silt is known as siltstone. This rock may be found as thin, slabby beds. Many siltstones and fine sandstones contain layers rich in tiny flakes of mica, which glitter in the sun. The mica is concentrated along the bedding planes where the rock breaks easily.
SIZING SCREEN
A vibrating or revolving screen which separates various sizes of materials for delivery as finished products into hoppers, trucks, or onto conveyors.
SLAG
Materials formed during the metal making process by the fusion of lluxstones, coke and other metallic particles and are generally of two types: iron blast furnace slag and steel furnace slag. Iron blast
56 Bulletin 714 — American Railway Engineering Association
furnace slag is produced during the blast furnace operation and is essentially a composition of silicates and alumino silicates of lime and other bases. Steel furnace slag is a by-product of the open heanh, electric or oxygen steel furnace and is composed primarily of oxides and silicates.
SLATE
A dense, fine-grained metamorphic rock whose separate minerals are indistinguishable to the unaided eye, and which has an excellent parallel cleavage, so that it breaks into thin plates or pencil-like shapes.
STABILIZATION
Modification of soils or aggregates by incorporating materials that will increase load bearing capacity, firmness and resistance to deterioration or displacement.
STONE
A generic term for a particle of rock between the sizes of 3 inches (776mm) and 3/16 of an inch (4.74mm).
STONE-SAND
Refers to the product (usually less than 1/4-inch in dia.) produced by the crushing of rock. This material is usually highly processed, and should not be confused with screenings. Also known as mechanical or manufactured sand.
STRIPPING
Removing of overburden to provide access to usable rock deposit.
SUB-SOIL
1 . Broadly and loosely, the part of the regolith (earth mantle) which lies beneath the true soil and which contains almost no organic matter. 2. More precisely, a layer of the regolith, grading into the soil above and into unmodified rock waste below, which is less oxidized and hydrated than the soil proper and contains almost no organic matter, but is somewhat charged with and indurated by iron oxides and clay that has been leached down from the overyling soil.
SYENITE
Any granular igneous rock composed essentially of orthoclase, with or without micraline. albite, hornblende, biotite, augite or corundum. In mica syenites hornblende is replaced by biotite and in augite syenites it is replaced by quartz syenite. In nephelline syenite the feldspar is partly replaced by nephelline.
TAILINGS
The waste material remaining after crushing and processing which has little or no value. Most generally, tailings are produced from mineral ore processes.
TRAP
Is any dark colored fine-grained non-granitic hypabyssal or extrusive rock. Hypabyssal pertains to an igneous intrusion at intennediate depth.
TRIPPER
A mobile mechanical device for continuously discharging and distributing aggregate from a belt conveyor into a line of bins or stockpiles.
UNIT WEIGHT
Weight (force) per unit volume.
Proposed Manual Changes 57
VOLCANIC ASH
Volcanic ash or volcanic dust (in some places called "silica" although this name is not exactly accurate) consists of tiny glass or congealed lava fragments which have been blown into the atmosphere during the eruptions of volcanoes. Volcanic ash is sometimes referred to as a type extrusive rock that has been forced out or extruded onto the earth's surface. Under a microscope or a hand lens, ash is seen to contain small curved pieces of glass which are the broken walls of bubbles of the lava rock which burst from the volcano.
58 Bulletin 714 — American Railway Engineering Association
SUB-BALLAST SPECIFICATIONS
This part of the specifications shall cover the materials and construction of the sub-ballast section, the section of small sized, usually granular material, laying between the ballast and the subgrade and as defined in Article 2.0.2.4.
2.11 GENERAL
For over fifty years general railroad construction and maintenance practices have utilized a roadway structure composed of a ballast section of two feet in depth, including both the track ballast and sub-ballast. Exf)erience has indicated that a substantial portion of this ballast depth may be successfully composed of a sub-ballast material which is less expensive than track ballast provided that proper engineering designs and standards are observed for selection and installation of the sub-ballast.
The use of sub-ballast is primarily confined to the construction of new tracks or the total rebuilding of an existing roadbed.
2.11.1 MATERIALS
A variety of materials may be used as sub-ballast provided they exhibit suitable mechanical, permeability, chemical and environmental characteristics as defined by this specification or as may be defined by the individual railway company.
Materials used as sub-ballast and most commonly available are those materials used in highway construction including crushed stone, natural or crushed gravels, natural or manufactured sand, crushed slag or a homogeneous mixture of some of these materials. Other natural materials such as sand-clay-gravels and clay-gravels or on site materials may be used provided proper engineering standards and specifications are defined by the individual railway companies.
2.11.2 DESIGN
Due to the great variety of materials that may be used for sub-ballast and the varying conditions under which they may be applied, it is not feasible to present in this specification detailed design programs. Materials preferred as sub-ballast should not be limited to the type material but rather should be selected on the basis of subgrade and track ballast compatibility as well as drainage and climatic conditions. Each location for sub-ballast installation should be examined to determine the appropriate type of sub-ballast for the subgrade encountered. Applicable specifications may then be developed by the individual railway companies.
2.11.3 TESTING
Some of the most frequently used tests for sub-ballast material are given in Table 2.11.1 which state properties, test methods and comments on limiting values.
2.11.4 CONSTRUCTION OF SUB-BALLAST SECTION
The sub-ballast material shall be transported and delivered to the site in a manner that will prevent segregation or loss of material. Before placing the sub-ballast material, the subgrade or previous layer shall be wetted as directed by the Engineer.
The sub-ballast shall be placed on the prepared subgrade, shaped and compacted by power equipment in layers of not less than three inches and not exceeding six inches in depth when compacted. The sub-ballast material shall be placed to specified lines, grades and depth without segregation. Water shall be added as required to facilitate compaction.
Each layer of sub-ballast after shaping to required lines, grades and cross section shall be compacted to the design density.
It is recommended that vehicular traffic be kept off the prepared sub-ballast surface. In any event, the contractor should be required to maintain a true and smooth surface until track ballast is placed on the sub-ballast.
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2.11.5 PRODUCTION AND HANDLING
Production and handling shall conform to Article 2.5 of this chapter.
2.11.6 INSPECTION
Inspection of material shall be as provided in article 2.7 of this chapter.
2.11.7 MEASUREMENT AND PAYMENT
The pay item for furnishing, placing and maintaining the sub-ballast until acceptance by the railway company shall be "Sub-ballast" and the pay unit shall be by the ton.
Measurement and payment for water used to moisten subgrade prior to placing the sub-ballast, in mixing sub-ballast material to maintain optimum moisture during compaction and maintenance of the surface during construction shall not be measured for separate payment but shall be considered incidental to the sub-ballast placement.
TABLE 2.11.1
SUB-BALLAST PROPERTIES AND TEST METHODS
PROPERTY
TEST METHOD
COMMENTS
Particle Size Analysis
Moisture Density Relation
Liquid & Plastic Limits Minus No. 40 Sieve
Degradation - Los Angeles Abrasion
Sodium Sulphate Soundness
Percent Material Passing No. 200 Sieve
Pcrnicahility
Specific Gravity
ASTM D 422 ASTM D 1557
ASTM D 423 D424
ASTM C 131
ASTM C 88 ASTM C 1 1 7
ASTM D 2434 A.STM (■ 127
See Section 2.1 1.2
Ma.ximum Dry Density and Optimum Moisture Content
See Design Section
Variable*
Variable* Variable*
Variable* Variable*
• 1 he numcncal value oi these tests will depend upon the physical and chemical charactcnstics of both the ballast and sul>grade as well as the maleiial used for sut>-balla.st and values as may be deOncd by the individual railway companies.
COMMENTARY
Sub-ballast exists under most of all railroad tracks as a result of degradation of track ballast material. Most of our rail lines are over a century old and during that pericxl weathering and mechnical forces from traffic have reduced the size of the earlier ballasts to much smaller particles.
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Sub-ballast is used in new construction and rehabilitation of the track substructure when the entire track superstructure has been removed to rebuild the subgrade. The sub-ballast performs several important functions:
( 1 ) The sub-ballast must be sufficiently impervious to divert most of the water falling into the track to the side ditches to prevent saturation of the subgrade which would weaken the subgrade and contribute to failure under load.
(2) The sub-ballast must be sufficiently pervious to permit release of the capillary water or seepage of water to prevent the accumulation of water below the sub-ballast. This condition could cause failure of the subgrade . If the sub-ballast material is not sufficiently pervious , a layer of sand or other suitable material meeting engineering standards as outlined in this specification should be constructed between the subgrade and sub-ballast sections of the roadway structure.
(3) The sub-ballast must possess sufficient strength to support the load applied by the ballast section and transfer the load to the subgrade.
(4) A sufficient thickness of non-frost susceptible sub-ballast should be provided in those installations where extreme environmental conditions (freezing and thawing) are encountered.
(5) The finished surface of the sub-ballast section should be stable to provide a construction platform for placing the track ballast and sujjerstructure without rutting or other surface irregularities which could pocket water.
As defined, there are many preferred characteristics which will determine the performance of a suitable sub-ballast material. Therefore, it is imp)erative for the engineer to follow established engineering principles and select those materials meeting performance criterion commensurate with roadway stability requirements. The Engineer may also define other tests of a proposed sub-ballast material in addition to the tests outlined in Table 2.11.1 to define other properties of the track ballast and subgrade where unusual subgrade or ballast conditions exist.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 9 Railroad Vegetation Control
1988 (Rewritten 1988) GLOSSARY
Absorption
Pesticide entrance into plant, animal or soil. Acre
Along the railroad right-of-way, 8'3" wide by 1 mile long, or 43,560 square feet. Active Ingredient
The chemical in a product that is responsible for the herbicidal effects.
Acute Oral Toxicity (LD 50)
The dosage required to kill 50% of the test animals administered a single dosage by mouth. The dose is represented by the weight of the chemical per unit of body weight (see Table Two).
Adjuvant
Product combined with sprayed materials to act as wetting or a spreading agent, sticker, penetrant, emulsifier, etc., aiding in the action of the active material.
Adsorption
The adhesion by dissolved or suspended material to the surface of a solid (the soil micelle or organic matter).
Agitation
The process of stirring or mixing in a sprayer.
Amine
An organic compound derived from ammonia by replacement of hydrogen by as many hydrocarbon radicals. Normally water soluble and nonvolatile.
Amine salt
An amine salt is prepared by the neutralization of 2,4-D or similar acidic compounds with an amine. These are usually liquid formulations.
Annua!
A plant that completes its life cycle from seed in one year. Examples: foxtail, kochia. crabgrass, sandbur, common ragweed.
Basal Treatment
An application to the stems of plants at and just above the ground line and mcluding application to root collar and exposed roots.
Biennial
A plant that completes its life cycle in two years. The first year, it produces leaves and stores food;
the second year it produces flowers and seeds. Examples: wild carrot, common mullein, poison
hemlock and henbit.
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Broad Leaf Weeds
A subdivision of flowering plants generally having broad, netveined leaves, with a distinct blade and petiole, and which sprout two embryonic leaves at germination, as contrasted with narrow leaved grassy plants.
Broadcast Application
An application of spray over an entire area, such as the roadbed or right-of-way for brush control. Brush
Woody shrubs and trees. Carcinogen
A substance that causes cancer. Carrier
The liquid or solid material added to a chemical compound to facilitate its application. Chlorosis
A yellowing or whitening of the foliage due to the absence of chlorophyll.
Chronic Toxicity
Illness caused by prolonged exposure to a toxin; it may be mild or eventually fatal, depending on amount of material absorbed. Note: chronic toxicity may be caused by a single dose, or by repeated doses.
Common Chemical Name
A well-known, simple name of a herbicide accepted by the Pesticide Regulations Division of the Environmental Protection Agency.
Concentration
The amount of active ingredient, or acid equivalent in a given volume or liquid, or in a given weight of dry material.
Contact Herbicide
A herbicide that kills primarily by contact with plant tissues, rather than as a result of translocation. Deciduous
Having leaves which fall off seasonally, usually in autumn. Defoliant
A compound which causes the leaves or foliage to drop from the plant. Degradation
The process by which a substance is decomposed. Dermal Toxicity
Ability of a chemical to cause injury when absorbed by the skin.
Dilute
To make a pesticide thinner or weaker by adding a diluent, such as water, oil or other materials; to "water down".
Dormant Application
Applied while vegetation is not actively growing.
Proposed Manual Changes 63
Drift
Airborne movement of small particles of spray solution to areas outside of the spray pattern during application.
Emulsifiable Concentrate (EC)
A formulation produced by dissolving the active ingredient with an emulsifying agent in an inorganic solvent such as water or oil.
Emulsifying Agent
A surface active material which facilitates the suspension of one liquid in another. Emulsion
The suspension of one liquid as minute globules in another. For example, oil dispersed in water. EPA
Environmental Protection Agency.
Ester
An organic compound formed from an acid and alcohol, usually insoluble in water, scented and volatile. Volatile herbicide formulations may injure off-property crops.
Foliar Application
Herbicidal treatment to the stems, leaves, blades or needles of a plant. Granule (G)
A pesticide formulation in which the active ingredient is impregnated into grain-sized particles of clay or other carrier. May be applied dry to the soil or mixed with water to spray.
Grassy Weeds
Plants characterized by narrow leaves with parallel veins, by leaves composed of blade, sheath and ligule, and by jointed stems and fibrous roots. At germination only one leaf emerges, as compared with broad leaf weeds.
Herbaceous Plant
A vascular plant that does not develop wood tissue. Herbicide
A chemical for control of undesired vegetation. Label
All written printed or graphic matter on or attached to the pesticide or the immediate container.
LCso
The concentration of an active ingredient in the surrounding air (or water in the ease ol aquatic organisms) so as to cause death to 5i)'/< of lest animals.
LI)5()
See '"Acute Oral Toxicity". Leaching
Movement of a substance downward, or out of the soil as a result of water movement. Necrosis
Localized death of living tissue such as death iif a certain area ol leal.
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Nonselective Herbicide
One that is active on such a wide variety of species that few, if any species will remain.
Oral Toxicity
The degree of toxicity of a compound when it is ingested through the mouth. See "Acute Oral Toxicity".
Orifice
An opening or hole in a spray nozzle.
Pellet (P)
A pesticide formulation in which the active ingredient is incorporated into larger than granule sized chunks of inert material, and applied dry to the soil.
Perennial
A plant that continues to live from year to year.
Photosynthesis
A process by which carbohydrates are formed in the chlorophyll containing tissues of plants exposed to light.
Postemergence Treatment
Treatment after plants emerge in the spring. Pre-emergence Treatment
Treatment before plants emerge. Residual
To have a continued killing effect over a period of time.
Selective Herbicide
A herbicide that will kill some plant species when applied to a mixed population without serious injury to other species.
Soil Application
Application of a chemical to the soil surface rather than to vegetation. Soil Persistence
Refers to length of time that a herbicide remains active in the soil.
Solution
A preparation made by dissolving a material in another substance, usually water. Once solutions are formed they tend to be stable, as compared to emulsions, which will settle-out.
Species
A population of organisms having common attributes and capable of interbreeding; a subdivision of a genus.
Suckering
Sprouts arising from roots or underground stems.
Surfactant
Surface active agent used for more unifomi coverage of the herbicide on the plant and to increase absorption.
Proposed Manual Changes 65
Systemic Herbicide
See "Translocated Herbicide". Toxicity
Degree to which a substance is injurous to organisms, most generally people or animals. Translocated
One which is moved within the plant from point of entry, to another part where it has lethal effect.
Vines
Any plant which climbs by tendrils, or which trails along the ground. Stems may be woody or non woody.
Volatility
The tendency of a substance to evaporate. Weed
A plant growing where it is not desired.
Wettable Power (WP)
Dry preparation which is mixed with water to form a suspension. NOTE: a suspension will settle-out unless regularly agitated.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 9 Railroad Vegetation Control
1988 (Rewritten 1988)
9.1 RATIONALE AND SCOPE OF WORK
It is obvious that undisturbed land will return to its preindustrial variety and density of vegetation. It is less obvious which methods of neutralizing this tendency are best. In order to understand these methods one should consider the scope of the work and the reasons why control is necessary in each case. Reasons to Control Vegetation on Railroad Rights-of-Way
In Ballast Sections:
a. Keep ballast draining properly.
b. Permit proper inspection of track structure.
c. Prevent wheel slippage or sliding.
Shoulders and Ditches:
a. Maintain drainage.
b. Provide safe walkway.
c. Inspection of trains.
d. Reduce fire hazard.
Around Bridges, Buildings and Other Structures:
a. Fire prevention.
b. Permit propyer inspection of structure.
c. Facilitate maintenance of structure.
Yards:
a. Safety.
b. Improve efficiency of yard operations.
c. Permit proper inspection of track.
d. Facilitate track maintenance.
e. Fire prevention.
Noxious Woods:
a. Health and safety of employees.
b. Compy with legal requirements.
c. Reduce spread to neighboring properties.
Signal Appurtenances:
a. To maintain visibility of signals, switch position indicators and derails.
b. To permit safe, efficient operation of switch stands and telephones.
Wayside Signs:
To maintain visibility of speed limit signs, whistle signs, mile posts, etc.
Signal, Communication and Power Lines:
To prevent service interruptions.
Brush Adjacent to Track:
a. To pemiit inspection of moving trains.
b. To prevent close clearance hazards.
66
Proposed Manual Changes 67
Highway Grade Crossings:
a. Sight distance for highway and rail traffic.
b. Comply with legal requirements.
9.2 PREPARING A VEGETATION CONTROL PROGRAM
9.2.1 Vegetation Control Methods
The methods employed to control vegetation on railroad rights-of-way may be grouped into three general categories: controlled burning, mechanical control and chemical control. In the course of developing a program, a determination must be made of the method to be used. If the program is extensive, a combination of methods may be desirable. The principal advantages and disadvantages of each method are:
9.2.1.1 Controlled Burning
This method is the least important in terms of total usage. It is used principally to remove dry vegetation from areas when fire hazards exist due to sparks from locomotive exhausts or braking of trains. This removal of dry vegetation is required by law in some states regardless of the hazards presented. A major objection is atmospheric pollution. Chemical or mechanical control can usually be substituted. But soil erosion may result if the soil is denuded.
9.2.1.2 Mechanical Control
Included in this category are methods involving the use of hand tools, such as brush hooks, axes, and scythes, as well as all types of power equipment since the results obtained are similar. The determination of where to use these mechanical methods should be based on the degree of control desired and existing conditions.
Lawn maintenance by mowing in the vicinity of stations, offices, and other facilities is part of the vegetation control program. Mowing may also be performed on the rights-of-way where terrain permits and particularly in the area beyond drainage ditches to the right-of-way line. It is in this area that ground cover is usually desired. Reasons are:
a. Visibility adjacent to grade crossings.
b. Preventing the spread of weed seed onto adjacent farmlands.
c. Appearance.
The establishment of a permanent, maintenance-free ground cover may be justified. Mowing weeds and grasses in the track and shoulder areas is also useful, principally to cut down uncontrolled vegetation which interferes with the efficient performance of duty by operating and maintenance personnel. The use of this practice in ballasted areas will further contribute to the fouling of ballast.
Recent developments in mechanical control have been largely directed toward brush cutting. Equipment is available to perform this work operating either on-track, off-track, or with the fiexibility of rail-highway equipment. On-track equipment has the advantage of not having to operate over rough terrain. The area which can be worked is limited by the lateral reach of the cutting equipment from the track. Productive time may be limited with such equipment, depending upon the density of rail traffic. Off-track equipment can work independently of train movements and is not restricted by the distance from the track. This may be of particular value in working under communication and signal lines. Frequently, the area covered per working hour may be less than with on-track equipment as the equipment has to traverse rough terrain. While rail-highway equipment may be more fiexiblc in many cases by combining advantages of the other two types, its construction is such that it generally cannot cover terrain as rugged as equipment designed exclusively for off-track usage.
The cost of controlling brush by mechanical methods is usually greater than the cost of chemical brush control. Mechanical brush control is appropriate for situations where removal of all standing vegetation is required such as interference with communication lines, clearances, or visibility. Once a
68 Bulletin 714 — American Railway Engineering Association
knock-down of the brush is accomplished, it will usually be more economical to control regrowth by chemical than by mechanical means. Mechanical control may also be used where the use of herbicides is restricted due to adjacent crops or ornamental vegetation.
9.2.1.3 Chemical Control
The predominate method of controlling vegetation on railroad rights-of-way is with herbicides. Factors which contribute to this widespread usage include:
a. Economy.
b. Ease of application.
c. Ability to regulate degree of control, including percentage of kill, duration of control period, and selectivity.
d. Productivity, which results in less demands on available labor and track occupancy.
9.2.2 Degree Of Control
Where controlled burning or mechanical control methods are used, the degree of control obtained is
usually a fixed characteristic of the method used. With chemical methods the desired degree of control can be regulated with the area requirements and available funds. It is important to determine the degree of control required by segments in the early stages of planning and develop the program in accordance with these requirements. Degrees of control attainable are described as follows:
9.2.2.1 Bare Ground
Complete elimination of vegetation is the most expensive degree of control. Initial high rates of long residual chemicals followed by reduced rates are required. This is usually desired around timber bridges, switch stands, fuel storage tanks, and other structures and/or areas.
9.2.2.2 Short-Term Weed Control
This term denotes a high degree of vegetation control, but not to the extent that bare ground is obtained. It involves the use of a herbicide or combination of herbicides which produce a quick knock-down plus residual control for less than a growing season. One or two treatments may be necessary per growing season, depending on the chemicals used, the problems, and length of the growing season. It may vary as to percent of kill or control desired. This is usually desired in yards and terminals, at highway grade crossings, on passing tracks and sidings, and such main-track areas as ballast sections and shoulders.
9.2.2.3 Chemical Mowing
Non-residual herbicides are used to chemically bum down vegetation. One to four treatments jjer year may be necessary, depending on rainfall and length of growing season.
9.2.2.4 Selective Weeding
This item denotes the removal of some species of vegetation without damaging the desired species. It has had a limited use on railroad right-of-way, concerning the control of such noxious species as Johnson grass, kudzu, various thistles and brush. More recently midwest railroads have sprayed wide on the right-of-way annually to allow low growing grasses to replace brush and broadleaf weeds. This involves not only the use of selective herbicides, but also the dispersal of grass seeds.
9.2.3 Quantitative Considerations
9.2.3.1 Patterns and Acreage
Railroads generally exercise the option of specifying not only the total acreage to be treated, but the treatment shape, or pattern. By using the center of track as reference point it is possible to define a simple pattern, as in a yard program pattern. Main and branch line patterns may be specified in terms of
Proposed Manual Changes
69
an inner, or "tie" area (which may not require out-of-face treatment), and an outer or "berm" area. Below are figures frequently specified.
|
Program |
Track Centers |
Tie Pattern |
Berm Pattern |
Total Pattern Width |
Acres/Mile if treated |
|
|
From |
To |
To |
(Tie & Berm) |
out-of-face |
||
|
Yard |
14' |
Center |
7' |
— |
14' |
1.75 |
|
Branch |
— |
5' |
9' |
10 + 8= 18' |
1.25+ 1 =2.25 |
|
|
Main or Br. |
— |
6' |
12' |
12+12 = 24' |
1,5+ 1.5 = 3.0 |
|
|
Siding |
20' |
12' |
— |
28' |
16' |
2.0 |
|
Crossing |
— |
12' (both sides |
of track) |
28' |
32' |
0.32/crossing when 200' both sides of road* |
|
Brush |
||||||
|
Pole-line |
— |
12' |
— |
52' |
40' |
5.0 |
|
Opposite |
||||||
|
side |
— |
12' |
— |
20' |
8' |
1.0 |
An estimate of acres per track mile may be gotten by dividing the pattern width in feet by eight . This figure times treated miles yields total program acreage if treated out-of-face. Actual acres treated may be less if the inner or tie area pattern has been "spot treated", that is, sprayed only when emerged weeds are evident. Similary, brush acres may be spot sprayed as needed, which will cause the actual average to be less, or in some cases more than that shown above.
*Note: Many states require a minimum distance of several hundred feet further than that indicated here.
9.2.3.2 Contract Costs
For railroads that do not use their own personnel for the application of herbicides, the vegetation control programs may be awarded as "Guaranteed Performance" contracts, or as "Price-per-acre" contracts. Both may be awarded by competitive bidding. In the former case the railroad does not specify herbicides, or acreage, but pays a lump sum amount on the condition that the property will be maintained to the satisfaction of the company. In the later case, the railroad expects direct control of costs by specifying acreage quantities and herbicide rates per acre. The contractor provides a total cost per acre, which includes both the cost of the chemical and the cost of application per acre. The railroad may wish to ask for the price of each component in order to ascertain what percentage of the budget is labor, and what is materials. The following formula illustrates the point.
Herbicide $/acre + Application $/acre = Total $/acre
Program cost is the product of Total Price per acre times the number of acres.
9.2.3.3 Survey
A number of methods may be used to determine the acreages involved in the proposed program. As stated above, weed control may be performed on the basis of fixed patterns, from which it is possible to estimate a constant acre per mile. This may or may ncM be supplemented by spot work, the density of which can best be determined by field survey. Areas such as yards may require treatment of the total facility, in which case acreage may be determined by plans. The determination for brush spray requirements usually requires field survey, since the density per mile varies widely. Treatment of such facilities as bridges and grade crossings may be specified on a unit, rather than an acreage basis.
The methods of estimating may vary, depending on scope of the work, level at which estimating is done and degree of familiarity of personnel with actual field conditions. In any
70 Bulletin 714 — American Railway Engineering Association
case, it is necessary to define the phases of the program and to determine the quantities in each phase.
9.2.4 Scheduling Of Work
The type of treatment used may impose limitations upon the season when the work can be progressed. Availability of labor and equipment, climatic conditions and requirements for track occupancy arc impi>rtant considerations.
Proposed Manual Changes 71
Proposed 1988 Manual Revisions To Chapter 4 - Rail
It is proposed to revise the follow ing portiiins ol Part 2 - Specifications for Steel Rails. Substantive changes involve replacement of the Drop Test requirements with Macro-Etch Standards for Testing New Rails.
Section 4.1
The limits of brinncll hardness for high-strength rail shall be revised to read ■■341-388"".
Article 6.2.6
Revise to read: High strength rail shall be identified in accordance with Section 15.1.
Section 8.2
Revise to read: Full length of the rail shall be tested using in line ultrasonic testing equipment provided by the manufacturer except, if agreed to between purchaser and manufacturer, rails may be tested in accordance with Supplementary requirement S2. The rail shall be free from rough surfaces, loose scale or foreign matter which would interfere with the ultrasonic detection of defects. Testing shall be done when the rail temperature is below 150° F.
Section 8.3
Revise to read: The calibration test rail shall be a full section rail of the same section and general chemical content and process as that being tested. The test rail shall be long enough to allow calibration at the same rate of speed as the production rail.
Add After Section 8.4:
8.4.1 The in-line testing system sensitivity level, using the calibration rail, shall be adjusted to detect a minimum 3/32-in. diameter defect anywhere in the sound path in the head, a minimum of l/16-in. diameter in the web, and longitudinal imperfections exceeding l/2-in. length and greater than 1/16-in. depth occuring in the base.
8.4.2 Any indication equal to or greater than the references specified in 8.4.1 when scanning the rail at the production speed shall be cause for initial rejection. A record shall be made of each suspect rail. This record shall be available to the purchasers inspector.
Section 8.5
Revise to read: The calibration rail shall be run through the ultra.sonic testing equipment at the start of each shift or at least once each 8 hour operating turn and additionally at any section change or at any indication of equipment malfunction. A record shall be maintained by the manufacturer of each time the calibration test rail is run through the test system. This record shall be available to the purchaser's inspector.
Section 8.7
Delete current section 8.7, renumber section 8.8 to 8.7 and revise to read as follows: The suspect rail may be retested using manual non-destructive testing techniques before final rejection. The testing criteria of the manual non-destructive relesting shall be in accordance w ilh Scctiiin 8.4. The method o{ inspection shall be agreed to between purchaser and manufacturer.
Section 8.8
Renumber current section 8.9 to 8.8 and revise to read as follows: Rejected rails shall be cut back to sound metal as indicated by the ultrasonic testing subject to the length restrictions m Section 1 1 The cut shall be a minimum of 12-inches from any indication.
72
Bulletin 714 — American Railway Engineering Association
Section "9. Resistance To Impact" Thru Section "11. Surface Classification" are to be deleted and replaced with the following:
9. Interior Condition/Macroetch Standards
9.1 Sample Location and Frequency
9.1.1 Ingot Steel - A test piece representing the top end of the top rail from one of the first three, middle three, and last three ingots of each heat shall be macroetched.
9.1.2 Continuous Cast Steel - A test piece shall be macroetched representing a rail from each strand from the beginning of each sequence and whenever a new ladle is begun, which is the point representative of the lowest level in the tundish (i.e. the point of lowest ferrostatic pressure.) One additional sample from the end of each strand of the last heat in the sequence shall also be tested. A new tundish is considered to be the beginning of a new sequence.
9.1.3 Upon receipt the purchaser has the right to examine any rail from any part of a heat at his option, and if the purchaser determines that the rail sample selected is rejectionable, the entire heat shall be re-evaluated according to Section 9.4.
9.2 Sample Preparation
9.2. 1 A full transverse section of the rail can be cut by abrasive or mechanical means as long as care is maintained in preventing metallurgical damage.
9.2.2 The face to be etched shall have at least a 125 microinch finish.
9.2.3 The sample shall be degreased and totally immersed in a hot (160° to 180°F) one to one mixture, by volume, of concentrated hydrochloric acid (38 volume percent) and water to sufficiently etch the specimen. Etching time shall be between ten and twenty minutes. The solution surface shall be at least one-inch above the etched surface.
9.2.4 Upon removal from the bath, the sample shall be rinshed and brushed under hot water and dried. The sample shall not be blotted dry. A rust inhibitor shall be applied to the etched face.
9.3 Macroetch Evaluation
9.3.1 According to Figure 9. 1 , the areas of cross section shall be defined as head, web, and base.
Figure 9.1 Definition of Rail Cross Sectional Areas for Macroetch Evaluation
Proposed Manual Changes
73
9.3.2. Rejectionable Condition - Continuous Cast
9.3.2.1 Hydrogen Hakes (Fig. 9.2)
9.3.2.2 Pipe; any size (Fig. 9.3 & 9.4)
9.3.2.3 Central web streaking extending intt) the head or hase (Figs. 9.5, 9,6)
Figure 9.2 Hydrogen Flakes
Figure 9.3 Pipe
74
Bulletin 71-4 — American Railway Engineering Association
Figure 9.4 Pipe
Figure 9.5 Central Web Streaking Extending into Base
Fii)pi)sed Manual Changes
75
Figure 9.6 Central Web Streaking Extending into Head
Figure 9.7 Scattered Central Web Streaking
76
Bulletin 714 — American Railway Engineering Association
Figure 9.8 Scattered Segregation
Figure 9.9 Subsurface Porosity
Proposed Manual Changes
77
Figure 9.10 Radial Streaking
Figure 9. 1 1 Scattered Central Web Segregation
78 Bulletin 714 — American Railway Engineering Association
9.3.2.4 Streaking greater than 2-1/2 in. in length
9.3.2.5 Scattered central web streaking greater than shown in Figure 9.7
9.3.2.6 Scattered segregation extending more than one-inch into the head or base (Fig. 9.8)
9.3.2.7 Subsurface porosity (Fig. 9.9)
9.3.2.8 Radial streaking greater than Fig. 9.10
9.3.2.9 Inverse or negative segregation having a width greater than 1/4-in. and extending more than 1/2-in. into the head or base.
9.3.2.10 Streaking greater than 1/8-in. in the head from internal bloom cracking: Radial cracks
Halfway cracks Hinged cracks
9.3.2.11 Other defects that could cause premature failure (i.e., slag, refractory, etc.) 9.3.3 Rejectionable Condition - Ingot Cast
9.3.3.1 Hydrogen Flakes (Fig. 9.2)
9.3.3.2 Pipe, any size (Fig. 9.3 & 9.4)
9.3.3.3 Segregation extending into the head or base
9.3.3.4 Segregation greater than 1/8-in. wide in the head or base
9.3.3.5 Scattered central web segregation greater than Fig. 9.1 1
9.3.3.6 Subsurface porosity (Fig. 9.9)
9.3.3.7 Inverse or negative segregation having a width greater than 1/4-in. and extending more than 1/2-in. into either the head or base.
9.3.3.8 Other defects that could cause premature failure (i.e., slag, refractory, etc.)
9.4 Retests
9.4.1 If any specimen fails to meet the macroetch standard for interior quality, two additional samples of rail representative of the same strand or one adjacent lower sample from the ingot shall be obtained.
9.4.2 These retests shall be taken from positions selected by the manufacturer and the material from between the two retest positions shall be rejected.
9.4.3 If any retest fails, testing shall continue until acceptable internal quality is exhibited.
9.4.4 All rails represented by failed tests shall be rejected.
9.4.5 Short Rails - If finished rail from the ingot process or the beginning of a strand shows defects, it shall be cut back through successive rails to sound metal and accepted as short rail, subject to the requirements of Section 1 1 .
9.5 Magnifled Inspection
In the event that there is a question of the seriousness of the indication, further examination may be performed at higher magnification.
9.5.1 Inspect sample with stereo microscope up to 5X.
9.5.2 A polished sample may be inspected at lOOx for metallographic interpretation.
Proposed Manual Changes 79
10. Surface Classiflcation.
Rails which do not contain surface imperfections in such number or of such character as will, in the judgement of the purchaser, render them unfit for recognized uses, shall be accepted.
10.1 Hot Marks
10.1. 1 Rails with hot marks such as from shearing, scabs, pits, or hot scratches greater than 0.020-in. in depth shall be rejected.
10. 1.2 Rails with guide marks in the head greater than 0.020 in. deep or greater than 0.062-in. wide shall be rejected.
10.2 Cold Scatches
10.2.1 Rails with longitudinal cold scratches, formed below 7()()°F, exceeding 36-in. in length and O.OIO-in. in depth shall be rejected.
10.2.2 Rails with transverse cold scratches, formed below 700°F, which exceed O.OlO-in. in depth shall be rejected.
10.3 Protrusions
10.3.1 Rails with any protrusion of excess metal extending from the surface of the rail, such as could be caused by a hole in the roll or a roll parting in the web shall be rejected if the protrusion affects the fit of the joint bar or causes the fishing template to stand out more than 1/16-in laterally.
10.3.2 Rails with any protrusion in the web greater than 1/16-in. high and greater than l/2-.square inch in area shall be rejected.
10.3.3 No protrusion of excess metal shall be allowed on the head or the base of the rail.
Sections currently numbered "12. Length", "13. Drilling", "14. Workmanship", "15. Acceptance", "16. Markings" and "17. Loading" will be renumbered sections "1 1 .", "12.", "13.", "14.", "15.", and "16.", respectively.
Under Supplementary Requirements, S.2.2.4, in the last .sentence in parentheses, the hole diameter should be changed from 1/8"" to 1/16".
80 Bulletin 714 — American Railway Engineering Association
Proposed 1988 Manual Revisions To Chapter 5 - Track
The following changes are proposed to Section 5.4, "Laying Procedure For Continuous Welded Rail (CWR) On Existing Track". The new recommended rail laying temperatures for CWR will be in closer agreement with present industry practice.
Replace Paragraph 5.4.16 with the following text and graphs except Table II - "Continuous Welded Rail Expansion Segments," which will remain a part of Paragraph 5.4.16.
5.4.16 CWR should be laid when the rail temperature is within the temperature range specified by the following equation:
Minimum D.R.T. = 2H, + Lj + 10
Maximum D.R.T.
=r2H, + Lt + 25"!
D.R.T. = Desired Rail Temperature Hf = Highest Rail Temperature L( = Lowest Rail Temperature
Example: In an area where CWR is to be laid, the maximum summer rail temperature is 1 25°F and the lowest rail temperature in the winter is — 35° F:
Minimum D.R.T. = 2 x 125 - 35 + 10 = 82°
Maximum D.R.T. = 2 x 125-35 + 25 ± 5° = 97°
D.R.T. =p
In this case the rail may be installed at temperatures between 82° and 102°F.
(1) Rail should be heated or cooled as necessary to the desired laying temperature, or adjusted mechanically at a later time. When it is necessay to heat or cool the rail to the preferred laying temperature, the procedures to be followed are:
(a) A reliable contact-type pyrometer be used in order to determine the rail temperature immediately.
(b) Reference points should be marked on the rail, and tie plates and rail expanded in accordance with Table II - Continuous Welded Rail Expansion Segments, to insure that the rail string is being uniformly elongated.
(c) To insure that the rail is elongating in accordance with the heat input, the tie plates should be tapped or rail vibrated to assist the movement of the rail.
(d) The laying and/or adjusted temperature and string number may be painted on the rail at the end of each string or similar effective tagging procedures carried out. A list of these temperatures should be forwarded to the proper office for engineering reference.
Proposed Manual Changes
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MINIMUM RAIL LAYING TEMPERATURE
MINIMUM RAIL TEMPERATURE °F
-30 -20 -10 0
1 Drop down trom minimum rail lemperalurc lo niuMinum rail icnipLMiiturc line.
2 Ai inicrscclion point determine minimum desirable rail laying temperature from left axis.
E.xample: Lowest rail temperature is - 25. highest rail temperature is 1.^0. therefore min D.R.T. is 88.3.
IMIIIIIII
Bulletin 714 — American Railway Engineering Association
MAXIMUM RAIL LAYING TEMPERATURE
RAIL TEMPERATURE T
-20 -10 0 10
I . Dri>p down from mininiuni rail temperature to maximum rail
temperature line. 2 At intersection point determine maximum desirable rail
laying temperature from left axis.
Example: Lowest rail temperature is —25. highest rail
temperature is 130, therefore max D.R.T. is 103.3 ± 5 degrees.
Proposed Manual Changes 83
Proposed 1988 Manual Revisions To Chapter 6 — Buildings
This revision involves a rewriting and renaming of Part 4, Design Criteria for Diesel Shops. Changes include a general updating of Part 4 material which was coordinated with Committees 1 3 and 14, and provides references to other parts of the Manual.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 4 Design Criteria for Diesel Repair Facilities
1988 (Rewritten 1988)
4.1 FOREWORD
4.1.1
The material presented herein is intended to familiarize the engineer and designer with the problems they will encounter and should consider in the design of a diesel facility.
(a) It is not intended to imply that other practices may not be equally acceptable.
(b) Definition of Light, Medium and Heavy Repair may vary among railroads but should not affect the concepts being presented.
(c) A check list of the facilities and processes necessary for the efficient operation of the diesel repair shop is presented at the end of this part as a design guide.
4.1.2
A diesel repair facility constitutes a "facility" designed to arrange an orderly progression of diesel locomotives for repairs, maintenance, servicing and cleaning as required, and to meet inspection requirements of the manufacturer and governmental authorities.
4.1.3
Diesel repair facilities are generally classified as "Heavy Repair," "Medium Running Repair" and "Light Running Repair and Servicing."
(a) HEAVY REPAIR — Consists of any work involving truck repair and maintenance, traction motor assemble, dynamic brake grids, etc.
(b) MEDIUM RUNNING REPAIR — Consists of any work involving repair, air reservoir test, brake change outs, repairs to injector, governors, turbos, etc.
(c) LIGHT RUNNING REPAIR AND SERVICE — Consist of any work involving oiling, lubricating, testing, minor adjustments and repairs, etc.
4.2 SITE CONSIDERATION
4.2.1
Traffic fiow, proximity to supporting functions and material access to the facility are basic considerations to its most desirable location. Consultations with the operating departments should be progressed before finalizing the site location. Consideration should be given to the relationship of the ready tracks, the fueling and servicing facilities, material department, bulk fiuid storage, and the location of the crew quarters.
4.3 BUILDING ARRANGEMENT
4.3.1
The primary consideration in diesel shop planning is that tracks be parallel and be serviced with through tracks where possible.
4.3.2
For greater efficiency of operation, the diesel shop is best serviced on a production line concept.
84
Proposed Manual Changes 85
4.3.3
The size and arrangement of a diesel shop, the numberof tracks and the type of equipment installed is dependent solely upon the type of servicing to be performed and the number of units to be serviced over a definite period of time.
4.3.4
The diesel shop design and layout should incorporate all functions required to perform major repairs, annual, semi annual and monthly inspections, minor repairs, routine servicing and maintenance as required.
4.3.5
The heavy repair track should be equipped with a drop table or 250 ton overhead crane for the removal and replacement of entire truck units, including an auxiliary table for the removal and replacement of a single pair of wheels with axle and traction motors when it is not necessary to remove the entire truck. It is recommended this area of the shop be furnished with at least a 30 ton overhead traveling crane with a 5-ton auxiliary unit. Inspection pits and elevated platforms may also be helpful in some repair functions.
4.3.6
The light and medium repair sections should be provided with pits, depressed floors, elevated platforms and light capacity cranes.
4.3.7
The shop should contain rooms or areas for related repairs, e.g. machine shop, electrical shop, metal shop, air brake, truck repair area, battery shop, tool room, etc.
4.4 EQUIPMENT AND RELATED FACILITIES
4.4.1 Pits
(a) Inspection pits should have a minimum depth of 4 ft. below the top of rail. The pit length should be a minimum of 10 ft. greater than the overall length of locomotives to be serviced.
(b) The pit walls of reinforced concrete should be either carried to the height of the base of rail or to level of the depressed floor area, with columns extended to the height of base or rail for track support. The latter detail is preferred since it affords a positive method of draining the adjacent depressed floor and provides access into the pit along its entire length. The distance between centers of parallel pits varies from 18 to 26 ft. This distance is established by the desired width of the elevated platforms, except that when a truck release track is introduced between pits, a minimum of approximately 34-ft. track centers is required. The rail on inspection pits should be of a heavy section. Pit drainage should be provided preferably by floor drains located at proper intervals along the length of the pit. Pit drains should be directed to a wastewater treatment system.
4.4.2 Depressed Floors
(a) The depressed floor along the inspection pits places the mechanic at proper height with respect to the locomotive for inspection and making repairs to trucks, braking systems and other under-body equipment. The elevation of this depressed floor area varies from 2 ft. 6 in. to 3 ft. below the top of rail on the inspection pits. The floor should be well drained and constructed with a surface that is easily cleaned. The recommended slope is 1/8 inch per ft.
4.4.3 Elevated Platforms
(a) Provide elevated platforms in the areas between adjacent maintenance tracks, as well as along theoutersidesofthe.se tracks. The height of the platforms with respect to the top of rail is 4 ft. 8 in. to 4 ft. 11 in. , with some constructed at 5 ft. 6 in. The distance from edge of platform to center line of track
86 Bulletin 714 — American Railway Engineering Association
must be held to the minimum of 5 ft. 6 in., or for the proper clearance of the equipment. Platforms should be constructed on non-combustible material usually consisting of steel columns and beams, or of reinforced concrete. Design loads of 250psf are to be used for fork lift operation and 100 psf for all other platforms.
(b) Platforms should be designed to permit material handling trucks and storage of material.
(c) Platforms, where deemed necessary, should be provided with removable handrails along all edges, consisting of either pipe or a combination of pipe supports with chains between them. Access to the platforms from the normal top-of-rail level and depressed level floors should be provided by means of stairs at the ends and at intermediate points, where required.
(d) Ramps for equipment access to platforms may be used where adequate space is available. Ramps should have the same design loading as platforms with a maximum slope of 12% for fork lift use.
(e) Where space is at a premium, hydraulic lifts may be used at platforms enabling roll-on application at the three levels of shop levels.
(f) High-level platforms, approximately 15 ft. above the top of rail, are sometimes used. This platform is particularly desirable if locomotives require removal of power assemblies, etc. through the roof hatch. The high-level platform is usually the same width as the lower level platform, with stairs located at convenient points between the levels.
(g) Portable platforms are used in some instances where fixed elevated platforms and depressed floors are not desired.
4.4.4 Jacking Operation
Where truck changes are infrequent, portable electric or air jacks may be used, and jacking pads need to be included in the floor design, located at a point 7'-6" from the center line of track.
4.4.5 Drop Tables
Drop tables are used for changing single wheelsets or complete trucks. The various types of drop table equipment available are:
(a) For dropping single wheelsets with traction motors, a table of 50-ton capacity should be used with a top 6 ft. 6 in. long measured parallel to the running rails. Flooring between the rails on the drop table top should be depressed below the top of the rail at least 2 ft. 6 in. in order to conform to types of locomotives being serviced. This provides room for working on motor leads and will accommodate the traction motor dolly. Equipment for servicing complete trucks should be of the long top type.
(b) If only two-axle trucks are to be handled, provide a drop table of 100-ton capacity with a top 18 ft. long.
(c) For three-axle trucks, the drop table should be 125-ton capacity with a lop not less than 26 ft. long.
(d) When both single wheelsets with traction motors and complete trucks are to be dropped, a drop table with a sectional top should be used. The drop table should be 1 25-ton capacity and the top not less than 26 ft. long. In one end of the main top an auxiliary top is provided that is 6 ft. 6 in. long. Tops of this type normally have inspection pits between the rails.
(e) Drop tables described in items (b), (c). and (d) above must be equipped with locomoti\e body supports. These must be of the type that permits the support bar to be moved parallel to the running rail the full length of the drop table top and extend beyond one end 7 ft. 8 in.
(f) Drop table pits may be open, or closed with an elevating cover at the release track. If there are two active tracks, the release track should be between them. If there are more than two active tracks, there is no advantageous position for the release track.
Proposed Manual Changes 87
(g) A consolidated drop table combines the drop table top and the hoisting mechanism, resulting in a considerable saving in pit depth. Available only in the long top type for dropping complete trucks, they do not lend themselves well to either multiple track operations or closed pit installations. Capacities are available from 50 to 150 tons, and top lengths can be from 15 ft. to 26 ft.
4.4.6 Locomotive Progression Systems
(a) Where a large number of units must be progressed daily through the shop, a number of mechanical pulling devices, and progression equipment are available and capable of moving diesel locomotives from the inbound position through the servicing positions in the shop and on to the outbound position. Some railroads also modify their diesels to move using loco batteries to energize loco's traction motors. The following advantages arc inherent in the system:
(1) Eliminates need to idle locomotive for progression.
(2) Eliminates need for hostler engine.
(3) Units can be progressed in the uncoupled position.
(4) Reduced noise pollution.
(5) Reduced heating and ventilating costs.
4.4.7 Truck Repairs and Overhaul
Repairs and overhaul to trucks are made in an area somewhat removed from the area where work is done on the locomotive. This area should be provided with a truck washing platform for cleaning prior to the overhaul. Facilities for steam cleaning and the use of detergents should be provided. Wheel truing machines or lathe units for turning down locomotive wheels without their removal from locomotives are being used in many shops. A means of chip removal and handling should be an essential part of the installation. Refer to Section 4.9 for pollution control considerations.
4.4.8 Material Handling Platform
A material handling platform capable of being served by rail and by truck should be provided adjacent to the shop to facilitate distribution of material.
4.4.9 Store Room
Repair parts must be readily available. A store room for diesel parts should be established as an integral part of the diesel shop. As stock includes finely machined and finished parts, the room should be dry and dust-free. The purchasing and stores department should be consulted as to direct area requirements. Locomotive assignment at facility is directly related to the space required for material. Gang stock at platform areas in the shop itself must also be considered.
4.4.10 Office
An office area for the diesel shop supervisor and clerical staff should be located adjacent to the main shop area for proper supervision and the maintaining of servicing records, preferably at an elevated level to oversee the shop operations.
4.4.11 Locker and Toilet Facilities
Suitable locker, lunch, toilet and washing facilities should be provided and he so located as to be as accessible as possible. Individual state and local codes covering sanitary facilities should govern. Chapter 1 3, Part 2, Appendix B has a list of environmental agencies which may provide a starting point for determining applicable enforcing agencies. Drinking fountains, wash basins, water closets, and urinals should be installed at convenient locations in the shop and repair areas. When designing these facilities, provisions should be made to accommodate the handicapped and both male/female facilities in office and repair shop layout. Tool and tool box storage areas may also be required.
Bulletin 714 — American Railway Engineering Association
4.5 SERVICE FACILITIES
4.5.1 Lubricating Oil Supply
(a) Proper lubricating oil facilities are important at a diesel shop, as they make possible rapid oil changing and normal servicing with minimum of expense in the handling of oil. Modem oil handling equipment contributes to keeping the premises clean and minimizes fire hazards.
(b) Separate storage and dispensing facilities are required for as many different kinds of oil as are to be used. Storage tanks of such capacity as to permit purchases in tank-car or tank-truck lots are recommended where consumption dictates. Pumps should be of suitable capacity and should be valved and piped to permit their use for unloading tank cars and for distribution from the storage tank to the dispensing stations. Spill containment of at least 125% of stored volume should be provided. Refer to Chapter 13.
(c) Oil dispensing stations located on the elevated platforms consist of separate hose reels for each kind of lubricating oil with 50 ft. of hose. Dispensing stations should be located on approximately 60 ft. centers and hoses provided with spring-loaded nozzles for quick action control of oil flow. Meters may be provided to measure the quantity of oil used in servicing locomotives. Such a dispensing system is of value in adding small quantities of oil or in making complete oil changes. In some instances lubricating lines require heating, and pumps should be controlled from pressure tanks in lieu of dispensing stations to eliminate short cycling of the supply pump. Heating of lines and tanks should be provided for highly viscous oils.
4.5.2 Lubricating Oil Drainage
(a) Oil drainage systems usually consist of a tank placed at a level lower than the inspection pits, with connecting piping from the pits for gravity flow into the tank. On a gravity system minimum pipe size for good flow is 4" with 6" preferred. When possible, buried underground tanks should be avoided because the spill containment regulations for underground tanks are very stringent. Connection should be provided at intervals throughout the length of the pit for making hose connections with the engine drains. The dirty oil is pumped from the gravity storage tank into tank cars and returned to the reclamation plant, or removed directly by a scavenger. In some locales, used oil is a regulated waste requiring special handling procedures.
(b) Forced oil drainage systems are preferable and are installed with pumps of suitable capacity, with storage tanks kept above floor level.
(c) Portable tanks must be provided for servicing locomotives in the repair areas not provided with the drain oil systems.
4.5.3 Used Oil Filters
Provide a means of draining and disposing of used oil filters with a minimum of handling. Such filters may be a regulated waste in some states requiring special procedures. The area where filters are handled should have means to collect spillage.
4.5.4 Water Supply Systems (Raw and Treated)
(a) Treated radiator water and raw water outlets should be provided at convenient intervals along the maintenance tracks. These outlets are placed on the underside and above the elevated platform, as required.
(b) Treated water which may be toxic in nature or detrimental to streams or municipal sewage plants may require a separate drainage system or a means for retrieval and recycling. Consult Chapter 1 3 . Part 1 for additional infomiation.
4.5.5 Radiator Water Reclaim System
The system for reclaiming the used radiator water may be either gravity or pressure. The fiow path through the system is the same with either method. The used radiator water is collected in a receiving
Proposed Manual Changes 89
tank and then pumped to a surge or holding tank. The water then goes to a skimming basin. After skimming, the water either goes directly to a mixing tank tor the addition of chemicals or is pumped through pressure filters and then to the mix tank. After mixing to bring the reclaimed water back to strength, the radiator water goes to a storage tank ready for use in the locomotives. Depending upon the quality of local water, make-up water may be added raw or treated by softening or additional treatment by deionizing. A careful water analysis should be made at each site.
4.5.6 Compressed Air
Compressed air outlets should be provided at convenient intervals above and below platforms for the operation of tools, equipment and testing. Air supply should have dryers installed to remove moisture in air lines.
4.5.7 Locomotive Washing
(a) Locomotive washing (exterior car body and trucks) is usually carried out in a separate automated facility where the locomotive is sprayed with acid, alkaline and rinsed with water. Part 12 of this chapter "Design Criteria for a Locomotive Washing Facility" describes in detail that operation. However in areas where temperatures require the washer to be shut down on a seasonal basis, it is necessary to provide facilities inside the Diesel Shop building to wash locomotives manually.
(b) The system should provide for the cleaning of the engine room and the engine, wheel trucks, pilots and step wells, car body, front and rear hood ends, and cab interior.
(c) The system should include the pumping, storage, and supply of water, acid solution, light and heavy alkali solutions, including brushing action for scrubbing all unobstructed available exterior surfaces, including walkways.
(d) Drainage system should be provided with adequate treatment facilities to allow for discharge to nearby streams or municipal sewer. Consult Chapter 13, Part 1 for additional information.
4.5.8 General Washing System
Approved cleaners for floor washing and small parts cleaning should include the pumping storage and supply of detergents, as required through hose reels or valved outlets at strategic locations throughout the shop.
4.5.9 Electrical Cleaning Solvent
If a combustible product is used, insure that it is stored in an enclosed and well ventilated room with explosion-proof dispensing pump motor and electrical equipment and controls. If a vapor dcgrcasing system is used, provide adequate ventilation in accordance with equipment manufacturer's recommendations. Disposal of solvent may be regulated.
4.5.10 Oxygen/Natural Gas/Propane Systems
The oxygen/natural gas/propane system can be a central system or consist of portable units depending upon the size of the shop.
4.5.11 Locomotive Toilet Servicing
Provision should be made within the shop at a designated area for servicing of locomotive toilet facilities. This can be accomplished by flushing toilet directly to a sanitary sewer line or by means of a portable scavenging unit where sanitary connection is not readily available. Approval of health department is usually required for sanitary sewer dump facilities.
4.5.12 Locomotive Deicing
In extremely cold environments where icing is encountered on the units, provision should be made for thawing out the equipment by use of steam hose or by use of fixed or portable infrared units, or industrial hot water. Provisions for ventilation of water vapor generated by thawing operations should be considered.
90 Bulletin 714 — American Railway Engineering Association
4.6 BUILDING SUPERSTRUCTURE DETAILS
4.6.1 Floors
Concrete floors throughout the shop with anti-slip treatment and hardeners resistant to chemical floor cleaners, acids, etc. are a very important criteria. Review repair functions in each work area to determine application to be made.
4.6.2 Walls and Roof
(a) It is recommended to construct a wainscot 8-10' high at the perimeter walls of a material such as concrete to reduce maintenance from abuse in work areas (i.e. — hanging tools, fork lifts, material stored against the wall, etc.) Wall construction above the wainscot should be of non-combustible classification.
(b) The roof deck and framing should also be of non-combustible material due to possible fire hazard caused by oil residue if a locomotive is run inside the building. Sky lights to reduce power consumation for lighting may be included in areas not subject to diesel engine exhaust accumulations.
4.6.3 Track Doors
Diesel locomotive entrance doors recommended size is 14' x 18' minimum. Local clearance regulations should be reviewed. An operating system to open and close doors should provide a means to preclude partially open doors that can be damaged by equipment.
4.7 HEATING AND VENTILATING
4.7.1
Heating and ventilating diesel locomotive shops pose conflicting demands upon the design engineer. Operation of engines in buildings is not recommended. A locomotive shop is a large consumer of energy in cold climates because of its large door area and high ceilings. If diesel engines are operated in the shop building, then a large outside air heating load will also be imposed on the HVAC system to provide for ventilation. In warm climates, the heat from the operating engines create localized discomfort to the work force as well as air quality problems. Before specifying a solution to ventilation, the operating practices of the shop should be established with the shop management to determine where, how many, for how long, and the type of locomotives that will be operated in the building. It is recommended that engines in locomotives not be operated in buildings doing medium and heavy repairs and minimized during light running repairs. Many railroads have adopted practices that drastically reduce the total area of shops where locomotives will be operated. This is done by segregating maintenance functions with internal partitions to reduce the impacted volume of air that must be kept environmentally acceptable. Generally air contaminated with diesel exhaust will become irritating to eyes or throat long before occupational safety air standards for nitrous oxides are reached, providing adequate warning to personnel to mitigate their exposure without incurring personal risk.
4.7.2
Two accepted methods for handling diesel emissions in a shop are dilution and local capture by hoods.
(a) Dilution ventilation is usually employed when high ceilings and overhead cranes preclude the use of hoods. With dilution ventilating, the total volume of space to be exchanged should be kept as small as possible. Normally 6 air changes per hour will provide adequate dilution for locomotives that are idled in the shop at less than 350 rpm. This ventilation rate will pemiit recovery if a short run at higher speed is done on individual or multiple-unit rakes of equipment. Temperature stratification is a very important consideration because most diesel emissions are denser than air and drop toward the floor once they loose a 40 degree differential with ambient. In the introduction of dilution air, this air must be either tempered or introduced al a low elevation in the shop lo insure ihc emissions arc not
Proposed Manual Changes 91
cooled before they can be removed by roof or sidewall ventilation equipment. In cold climates, this poses a comfort problem for work force that must work around and underneath locomotives. In warm climates, the differential in temperature is quickly lost, hence dilution ventilation is not a desirable solution unless prevailing winds are reasonably strong and frequent. When the exhaust emissions cool, they tend to curl over and around the top of the locomotive and be ingested through the radiator cooling inlets, further compounding the problem of removal.
(b) In the designing of hoods to capture diesel emissions at the point of generation, care must be taken to ascertain the physical location of stacks of different types of locomotives, and their relationshiop on the shop floor to mate with other service equipment such as utility connections, jacking pads, and hoisting equipment. The exit velocity from a locomotive stack in throttle position above Run 6 will be too high to be effectively captured in a hood. Hood entrance velocity should normally be at least twice the locomotive discharge velocity, which becomes impractical at the higher throttle settings. If the hood is removed further from the top of the locomotive, the system quickly becomes a classic dilution ventilation system. Locomotive radiator fans also cause turbulence and disrupt the capture of emissions in certain conditions. Locomotives cannot be subjected to any significant increase in backpressure imposed by hoods or duct collection systems, hence any hood configuration should allow large, unrestricted cross-section that duplicates a free air discharge. In the design of collection hoods, occupational safety and railway clearance regulations should be reviewed.
(c) In designed mechanical ventilation systems, long duct runs should be avoided as they serve as collection surfaces for oily carbonous residues in the diesel emissions that eventually increase the risk of fire. In the design of duct work adequate provisions should be made for access panels and doors at the vanes, and other similar control devices often become coated with carbon residue which alters their aerodynamic and control properties. In specifying fan drives, every effort should be made to keep the fan motor out of the contaminated air stream by using belt drives. Fan bearings should be carefully checked for suitability in the higher temperature air streams that will be experienced.
4.7.3
In addition to the fresh air introduced into the building to replace that consumed by engine combustion and exhaust units, make-up air may also be used for space heating when large volumes of make-up air are continually required. Where the make-up air units need not be operated, it is economically justified to provide supplemental space heating units to offset natural building heat losses. This may be a composite system which might include under-fioor warm air ducts, fin tube coil along exterior walls, unit heaters, warm air furnaces. Air to air heat exchangers to recover heat from exhaust air may be a feasible solution to provide some make-up air heat requirement.
4.7.4
Where codes allow, the use of direct-fired gas heaters where gas is available at a reasonable cost does not preclude the use of other types of heating, viz: steam, hot water, or even electric.
4.8 ELECTRIC LIGHTING AND POWER SUPPLY
4.8.1
This report will not go into detail as to specific requirements since most are code requirements dictated by locale.
Specific requirements for outlet locations, lighting type location arc user related and vary from one facility to another.
For lighting in inspection pits, various types of lighting patterns and types have been used. Generally pit lights should be provided only for safety purposes and not f»)r work light, and outlets (water proof) provided to allow use of trouble lights. The selection and placement will be dictated by applicable code interpretations.
92 Bulletin 714 — American Railway Engineering Association
4.9 POLLUTION (AIR NOISE-WATER) 4.9.1
In relating noise to hearing loss, six factors must be considered:
(a) Frequency of the noise
(b) Overall level of noise
(c) Exposure time during a working day
(d) Duration of noise exposure during a day
(e) Total exposure time during an estimated work life
(f) Individual's age and susceptibility
4.9.2
Diesel locomotive effluents are coming under increasingly stringent review by public authorities. Quantitative data on emissions from high-horsepower engines must be collected and evaluated in order to eliminate this source of pollutant. Emissions from use of chemical cleaners, welding etc., must also be evaluated. Consult Chapter 13, Part 1 for additional information.
4.9.3
Industrial wastes generated by locomotive shop operation, such as oils, corrosion inhibitors (i.e. chromates, borates, nitrates), detergents, etc. must be considered for treatment in pollution abatement facility whether discharging to stream, municipal sewer, landfill, or incinerator. Consult federal, state and local regulations prior to disposal.
4.10 COMMUNICATIONS
4.10.1
An adequate communications system between supervisor and maintenance personnel should be provided.
4.10.2
Communications system can consist of loudspeaker paging system, wireless paging system, public telephone system, short line telephone system and radio control system.
4.10.3
Loudspeaker paging system can be strategically located so that in essence you have a number of small speakers vs. one large speaker so that the disturbance level is kept to a minimum. Speakers should be located within the four comers of the shop and on the outside of the shop in areas directly involved in the shop operation. Part of the loudspeaker system should incorporate a short line (not part of public system) to office (communication center) in proximity of speakers.
4.10.4
Wireless paging system requires use of individual personnel receivers. Here a beep is used on the individual receiver for paging. It has the advantage of paging an individual not located within the area of a loudspeaker. The disadvantage is that only the individuals carrying receivers can be alerted.
4.10.5
Public telephones should be made available for office areas.
4.10.6
Radio control system for communication with road engines should be considered; one located in office area (communication center) and one located at fueling and sanding facility. This system can also be used to check radio operation in engines.
Proposed Manual Changes 93
4.10.7
It is essential that the communication equipment be located in an office that has adequate personnel coverage for the receiving and sending of information.
4.11 FIRE PROTECTION
4.11.1
The basic fire protection should consist of fire hydrants strategically located on the outside of the building. Dependent on local codes or insurance requirements, the use of interior standpipes, dry chemical and carbon dioxide hand extinguishers and use of fire wall all should be evaluated. Wet pipe fire protection systems should be freeze-proofed in the vicinity of large overhead track doors in cold climates. If the railway company has an insurance or risk management program, the appropriate rating organization may be consulted during the design phase. In developing a site plan, locating yard hydrants to be accessible from multiple directions in case grade crossings are temporarily obstructed by locomotives or other equipment, is desirable.
94
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100 Bulletin 714 — American Railway Engineering Association
LOCOMOTIVE SHOP CHECK LIST
Location
1. City State
2. Yard
3. Zoning Classification
4. Codes and Regulations
a. Building
b. Ventilation
c. Heating
d. Fire Protection
e. Lighting
f. Railroad Operating Criteria
g. Handicapped
h. Sanitary/Industrial Waste Treatment i. Solid Waste Disposal j. Air/Noise Control
B. Trackage
1 . Yard Assess
2. Storage
3. Movements
C. Locomotive Fleet
1 . Number
2. Models
3. Production
4. Bad Order Ratios
D. Functions
1 . Inspection
2. Servicing
3. Cleaning
4. Running Maintenance
5. Light Repair
6. Light/Heavy Repair
7. Heavy Repair
8. Component Rebuild
9. Start-up
10. Load Test
1 1 . Stripping/Painting
12. Fueling and Sanding
Proposed Manual Changes 101
E. Departments Involved
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1. |
Administration |
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2. |
Motive Power |
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3. |
Engineering |
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4. |
Maintenance of Way |
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5. |
Communications |
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6. |
Materials Handling |
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Site Constraints |
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1. |
Adjacent Tracks |
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2. |
Adjacent Buildings |
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3. |
Noise Impacts |
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4. |
Underground Utilities |
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a. Electric |
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b. Gas |
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c. Steam |
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d. Air |
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e. Communications |
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f. Sewers |
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g. Water |
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5. |
Above Ground Utilities |
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a. Electric |
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b. Gas |
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c. Steam |
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d. Air |
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e. Communications |
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6. |
Utility Easements |
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a. Electric |
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b. Gas |
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c. Sewers |
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d. Communications |
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7. |
Future Expansion |
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8. |
Soils Conditions |
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a. Bearing Capacity |
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b. Water Table |
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9. |
Parking |
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a. Employee |
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b. Company Vehicles |
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c. Visitors |
G. Locomotive Mover
1 . Traction Motor Movement from Loco Batteries
2. Hy-Rail Tractor
3. Cable Progression System
4. Hostler
102 Bulletin 714 — American Railway Engineering Association
Equipment
1 . Cranes
a. Type (bridge, underhung, gantry, jib)
b. Size/Capacity
c. Number
d. Control
e. Hook Height
2. Drop Table
a. Size/Capacity
b. Number of Active Tracks
c. Release Tracks
d. Auxiliary Single Axle Tops
3. Jacks
a. Type (fixed portable
b. Size/Capacity
c. Number
4. Washer/Cleaning
a. Type (chemical, pressure, water, recirculating)
b. Size
c. Number
5. Wheel Truing
a. Access
b. Size
6. Progression System
a. Type
b. Size
7. Paint Booth
8. High Pressure Washers
9. Dust Collection Material Handling
1 . Conveyance
a. Fork Lift
b. Conveyor
c . Totes
2. Material in (list)
3. Material out (list)
4. Storage — Parts
a. Warehousing
b. Work Station
5. Storage — Tools
6. Storage (Hazardous) Pits
1 . Depth
2. Drainage
Proposed Manual Changes 103
K.
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3. |
Services and Utilities |
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4. |
Lighting |
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5. |
Access |
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a. Ramp |
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b. Stairs |
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6. |
Track Support |
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7. |
Storage Items |
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8. |
Material Movement |
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Platforms |
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1. |
Height |
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2. |
Clearance |
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3. |
Services and Utilities |
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4. |
Access |
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a. Ramp |
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b. Stairs |
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5. |
Storage Items |
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6. |
Material Movement |
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7. |
Railings and Protectic |
L. Mechanical Services
(List for each equipment and work station item) (Identify pressure. How capacity, storage location & valving)
1 . Oxygen
2. Acetylene
3. Natural Gas
4. Compressed Air
5. Cleaner
6. Bearing Oil
7. Journal Oil
8. Diesel Fuel
9. Lube Oil
10. Dirty Lube Oil
1 1 . Treated Radiator Water/Radiator Water Treatment
12. Radiator Water Reclaim
13. Industrial Water
14. Potable Water
15. Solvents
M. Electrical Services
(List for each equipment and work station Item) (Identify voltage, amps, light level)
I. Welding
104
Bulletin 7 1 4— American Railway Engineering Association
2. Receptacles for tools
3. Battery Charges
4. Special Lighting
5. Special Equipment
V. Building
(Identify number and sex of users for each)
1 . Offices
a. Administrative
b. Shop
2. Training Facilities
3. Lockers
4. Toilets/Showers
5 . Lunchroom
6. Computer and Communication Requirements
7. Floor Treatments/Hardeners
8. Visual Control from Offices
9. Security
O. Building Environment
(Identify for each space)
1 . Lighting levels
2. Ventilation (Air Changes/hour)
3. Air Conditioning (Temperature/Humidity Requirements)
4. Heating
a. Fuel Availability
b. Heat Source
c. Distribution System
5. Exhaust Requirements by Specific Operations P. Waste Treatment
1 . Location
2. Effluent Limits
3. Collection System Q. Drainage
1 . Surface Run Off
2. Sanitary
3. Industrial
4. Oil Collection R. Miscellaneous
1 . Corrosive Cleaners and Exhaust
a. In ducts
b. On Building Components
Proposed Manual Changes 105
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Interferences |
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a. |
Ducts |
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b. |
Lighting |
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c. |
Piping |
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d. |
Trenches |
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e. |
Structural |
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f. |
Fire Protection |
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g- |
Cranes |
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h. |
Fork Tracks |
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i. |
Hose Connections |
106 Bulletin 714 — American Railway Engineering Association
Proposed 1988 Manual Revision To Chapter 7 - Timber Structures
Chapter 7 has been reorganized and decimalized. It will have four sections instead of the current six. (1-5 and M). Various changes have been made, including referencing some standards and changing the clearance diagram to conform with Chapter 28. This same chapter revision was submitted as a 1987 Manual Revision, however was not approved pending completion of associated cirtwork.
Because of the size of this proposed 16{)-page revision, it is not being printed here, but is available by writing A.R.E.A. Headquarters and enclosing $3.00.
Proposed Manual Changes |()7
Proposed 1988 Manual Revisions
To Chapter 8 - Concrete Structures
And Foundations
Unthetollowing pages are proposals for a complete revision of Part 11 — Lining Railway Tunnels and a new Part 25 — Slurry Wall Construction.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 11 Lining Railway Tunnels
1988 (Rewritten 1988)
SPECIFICATIONS FOR NON-STRUCTURAL CONCRETE RAILWAY TUNNEL LINING
11.1 GENERAL
11.1.1 Scope
(a) These specifications cover the lining of new tunnels and those portions of old tunnels which involve no extraordinary side pressure or special features.
11.2 DESIGN
11.2.1 Interior Dimensions
(a) The interior dimensions of the clear space provided for single and double-track tunnels shall not at any point be less than tunnel clearances recommended by the AREA Manual. Where legal requirements provide clearances greater than AREA, such legal requirements shall govern.
(b) On curved track, the lateral clearance shall be increased in conformance with AREA Manual Chapter 28, Part 1 . The superelevation of the outer rail shall be in accordance with the recommended practice of the AREA, Chapter 5.
(c) To provide for drainage, minimum side clearance of 10 feet from centerline of track shall be used in tunnels likely to be wet. Where ventilation is required, the height of single-track tunnel shall be increased 1 foot or more.
11.2.2 Preliminary Data
(a) Information shall be obtained for design of new tunnels, consisting of field surveys showing geological formations, ground water conditions, locations of faults, core borings, hardness of rock to be encountered, together with any special features and data on existing tunnels through similar formations. Where a new tunnel is driven adjacent to an existing tunnel, records shall be searched for data as to ground water conditions, fault zones, and other special features. Consideration should be given to taking core borings from existing adjacent tunnels.
11.2.3 Floors
(a) Floors should, if practical, be paved and may have either ballasted floor track section, direct fixation to the concrete floor, or other suitable track design.
11.2.4 Sidewalls and Arch
(a) The depth of the sidewalls in sound rock shall be at least 6 inches below the bottom of the gutter for ballasted track sections and at least 6 inches below the intersection of the floor surface with the sidewalls for solid track sections. In unsound rock, the sidewalls shall be carried down to provide stable foundation. At portals and vicinity, sidewalls shall extend at least 6 inches below the frost line.
(b) The minimum thickness of the sidewalls and arch shall be:
1 . Where temporary supports for excavation are not required: Single track — See Figure 1 1.2.4A or 1 1.2.4B Double track — See Figure 1 1.2.4C
108
Proposed Manual Changes
109
DRAINAGE OUTLE
VERTICAL DRAINS WHERE NECESSARY
HORIZONTAL DRAINS OF 22 GAGE METAL. BlACK PIPE OR P'^C WHERE NECESSAR' PLACE DRAINS TO CONFORM TO CONTOURS OF EXCAVATION AND k. SLOPE TOWARD AND CONNECT TO VERTICAL DRAINS.
CONCRETE A' BACK OF REFUGE NICHE NOT LESS THAN 6'
EXAMPLE ROCK SECTION
SINGLE TRACK - TANGENT
PLAIN CONCRETE TUNNEL LINING
Figure 11.2.4A
no
Bulletin 714 — American Railway Engineering Association
LINEP PlA'ES TIMBER L6GGI
STEE^ 6' WIN
iLOCK STEEL RIBS AGAINS, luCK ESPECIA,.LV AT
;pr:ng i_:ne, auiaRTER
'CIN'S ASC CRCWS —
S'EE;. P2STS e-MiN
ve''i;a_ ip^ins
whEPE NElESSasv
DRAINAGE OUTlE
con:re'e a- 3a:< cf
REPuGE MC-E NC LESS 'HAN G-
SUBGRADE
STEEL SUPPORTS FOR WALLS AND ROOF
ROCK SECTION WITH BACK FORM
EXAMPLE SINGLE TRACK - TANGENT
PLAIN CONCRETE TUNNEL LINING
Figure 11.2.4B
Proposed Manual Changes
111
RCC< "ACKISj IN
HCC^ PACKING
STEEL SUPPORTS FOR WALLS AND ROOF
6" MIN IN DJRABwE ROCK
ROCK SECTION WITH BACK FORM
EXAMPLE DOUBLE TRACK - TANGENT
PLAIN CONCRETE TUNNEL LINING
Figure 11.2.4C
112 Bulletin 714 — American Railway Engineering Association
2. Where temporary supports are required for face of excavation see Figure 1 1 .2.4B or 1 1 .2.4C.
(c) Encased timber sets are subject to decay and are not recommended. Exposed timber sets create a fire hazard and also are not recommended.
(d) Steel sets are spaced at least 8 inches apart, and in general not greater than 4 feet apart. Solid liners may also be considered.
(e) Lagging may be wood, steel lags, steel liner plates, or steel water-diverting lagging. Where the nature of the rock and water conditions permit, lagging shall be spaced to allow clearance of 4 inches or more between lags to permit free access of concrete to the face of the tunnel excavation. Prior to concreting, remove as many lags as is possible. Where it is necessary to solid-lag for protection during excavation and where it is impractical to open up the lagging just prior to concreting, the space between the lagging and face of excavation shall be packed with lean concrete, crushed stone, coarse gravel, or pea gravel placed pneumatically. Consolidation grouting shall be used to fill any voids behind lining.
11.2.5 Construction and Expansion Joints
(a) Properly placed and consolidated construction joints do not require keyways. Waterstops shall be provided as necessary. Monoliths shall be as long as practical to minimize the number of construction joints.
(b) Construction joints shall not be formed at such locations where they might reduce the effectiveness of the lining to resist pressure from surrounding earth or rock.
(c) No expansion joints need to be provided other than construction joints.
11.2.6 Drains
(a) Wherever ground water is encountered, vertical and diagonal openings, trench drains. PVC or iron pipe drains shall be installed between the concrete lining and rock. Adequate outlets shall be provided through sidewalls with the outer end of the outlets not less than 1 2 inches above the bottom of the gutter. Subdrains shall be provided under the concrete floor wherever ground water is found. Drains shall be provided through curb to drain ballast section.
(b) Wherever ground water drains are installed, they shall be attached to the rock so as to prevent being clogged when concrete is poured.
(c) Drain type selection should take into consideration an analysis of ground water constituents and effects of water aeration to discourage formation of precipitates or adverse chemical reaction which may plug or damage the drainage system.
11.2.7 Refuge Niches (Bays)
(a) Refuge niches shall be provided as shown on the example figures at approximate intervals of 200 feet and staggered with opposite sides so that spacing of niches shall be approximately 100 feet. Bottom of niches shall be at elevation of bottom of track ties for ballasted track sections and at elevation of intersection of invert and walls for solid track sections. Where tunnels are more than 1 mile in length, larger refuge niches shall be provided at appropriate intervals to accommodate motor cars.
11.2.8 Conduit and Inserts
(a) Where required, provisions shall be made in the lining for conduit or hangers for cables, wires, and lights.
11.3 FORMS
11.3.1 General
(a) Forms shall conform to requirements as outlined in Part 1 of this Chapter, together with additional provisions given herewith.
Proposed Manual Changes 1 1 3
(b) The length of forms between construction joints shall be as long as possible to limit number of joints.
11.3.2 Filling of Forms
(a) The space between the face of the form and face of excavation or tight lagging shall be entirely filled with concrete, except for drainage openings, and except that large cavities back of the normal face of excavation may be packed as outlined in Article 11.2.4.
11.3.3 Removal of Forms
(a) Forms shall not be removed until concrete has reached a strength sufficient to prevent distortion and sustain its own dead load.
11.3.4 Inspection Doors
(a) Forms shall be provided with inspection doors in the arch and walls so that the concrete can be thoroughly vibrated and inspected during the placing.
11.4 CONCRETE
11.1.4 Specification
(a) Concrete for lining shall be proportioned and placed in accordance with Part 1 of this Chapter, together with the additional provisions given herewith.
11.4.2 Order of Placing
(a) A section of the wall and footing may be placed separately from the rest of the wall but construction joint shall not be more than 2 feet above the top of ballast curb elevation . The remainder of the wall and arch shall be placed monolithically. The floor ballast walls shall preferably be placed in one operation.
11.4.3 Consolidation
(a) All concrete shall be consolidated during and immediately after depositing by means of internal vibration applied in the mass of concrete and external vibration applied to the forms.
11.4.4 Laitance and Bonding
(a) Concrete surfaces receiving new concrete shall be roughened and cleaned of all laitance, dirt, and water before fresh concrete is placed. The consistency of the concrete and method of placement shall be such that laitance seams are not formed. If such seams are formed, they shall be completely removed before additional concrete is placed.
(b) All loose or unsound rock shall be removed below walls and floors before concrete is placed. Where the type of rock makes this impractical, the floor and foundations for the walls shall be reinforced.
11.4.5 Drainage During Placing
(a) Concrete shall not be placed in moving water. Separate and distinct provisions shall be provided to drain any area receiving fresh concrete. Effective weeps and drains shall be provided to prevent any hydrostatic pressure against the lining. Temporary drains shall be grouted after concrete liner has attained design strength.
11.4.6 Shotcrete
(a) Placement of shotcrete shall be in accordance with Part 14 of this Chapter.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 25 Slurry Wall Construction
25.1 GENERAL
25.1.1 Purpose
(a) These specifications apply to tlie use of bentonite slurry trenching techniques for the construction of under ground foundations and cutoff walls.
25.1.2 Scope
(a) The use of bentonite slurry to permit deep, unshored excavation work is an effective construction method when properly employed. The susceptibility to slurry trench techniques of any proposed site must be established by subsurface investigation.
(b) In practice, excavations are kept constantly filled with a bentonite slurry during both digging and backfilling operations. The excavation is held open by the hydrostatic thrust of the slurry. Formation of an impermeable bentontitic seal, or filter cake, at the trench interface prevents slurry loss and allows the development of the hydrostatic head. Presence of slurry in the trench also prevents the drawdown of the ground water table, a frequent result of open excavation work.
(c) Slurry applications include temporary and permanent construction of concrete foundation walls, both precast and cast-in-place, and flow-controlling cutoff walls. Critical procedures such as cleaning the slurry, cleaning the bottom of the trench and checking slurry density prior to placing tremie concrete should be considered.
(d) The engineer's decision to use the slurry trench method on an excavation project, and the design of the appropriate slurry, must be based on:
1. Analysis of subsurface investigation findings.
2. Soil stability analysis.
3. Risk assessment.
4. Site constraints.
5. Economic alternatives analysis.
6. Possible adverse effects of stray current on slurry quality.
25.2 DESIGN
25.2.1 General
(a) Slurry walls are designed in large part according to accepted foundation engineering practices; however, the interaction of the slurry and the surrounding soil affects the stability and functionality of the wall to a much greater degree than in most other structure types.
(b) Slurry walls must be designed for both the construction and the final conditions. While the design for one condition affects the other, different forces and criteria apply.
25.2.2 Qualifications
(a) The engineer for the design of the slurry wall shall demonstrate previous experience in the design of slurry trench construction.
114
Proposed Manual Changes 1 1 5
25.2.3 Subsurface Investigation
(a) Subsurface investigation prior to the design of the slurry system shall be in accordance with Part 22 of this Chapter. Additional information, such as permeability and pH of the soil, may also be required as part of this investigation.
25.2.4 Construction Phase
25.2.4.1 Trench Design
(a) Design of the slurry trench for the con.struction phase basically has the following goals:
1 . Provide stability of the trench during excavation
2. Prevent drawdown of groundwater
3. Minimize settlement of surrounding soil and structures bearing thereon
4. Minimize loss of the slurry into the groundwater, of particular concern in very porous soils
5. Assurance of integrity of adjacent structures
25.2.4.2 Stability Analysis
(a) The hydrostatic pressure from the slurry in the trench provides the main stabilizing force to offset the pressures acting on the trench walls. These include pressures due to:
1. Soil loads
2. Surcharge loads, including structures and construction equipment
3. Fluid pressures due to groundwater.
(b) The factor of safety of the trench, with respect to stability based on these pressures, may be calculated as follows:
F.S.
Pf
P=, + Pc
For cohesive soils
Pa = ^ "' - 2SuH
2
Ps = qsH
Assuming 0=0
For non-cohesive soils See figure 25.2.4.2
Pa = P] + P2 + P3 + Pw
P, = (H-H^) J K^ ^"'"^'
2
P2 = (H-Hw) J K^ (H^) P. = (Hw Vk. '^
116
Bulletin 714 — American Railway Engineering Association
P = H \ (Hvv)
i^w "w O w
2
Ps = Kj^ qsH
where Sy = Undrained Shear Strength Qs = Surcharge Loading H = Depth of Trench Hf = Depth of Slurry
Hw = Depth of Water Table Above Bottom of Trench J = Unit Weight of soil 1^ = Unit Weight of Slurry ^ vv = L'nit Weight of Water "i = Unit Weight of Submerged Soil K^ = Active Coefficient Pg = Active Pressure Pj = Pressure Due to Surcharge Pf = Slurry Pressure
>[,^4/4/v^
Slurry Cake
FORCES IN NON-COHESIVE SOILS Fig. 25.2.4.2
Proposed Manual Changes 1 17
(c) Fluctuations in groundwater elevations have a large effect upon the stability equation above. Therefore, in areas of porous soil adjacent to bodies of water or other locations where the water table may vary quickly, the water table shall be monitored.
(d) In addition to the force from the fluid pressure of the slurry, the formation of the slurry cake which develops at the soil-slurry interface may contribute to the stability of the trench. Due to this, the minimum allowable factor of safety for slurry trenches is often lower than that used in the stability analyses of other systems where this interaction between the soil and the retaining substance does not occur. The appropriate factor of safety for the trench shall be determined by the Engineer, based upon previous experience with slurry walls, the soil type and an overall project risk assessment, including the risk involved to the surrounding track or structures.
25.2.5 Methods of Increasing Stability
(a) A number of measures may be taken to increase the stability of the trench:
1. Adjusting slurry level and density to increase the hydrostatic pressure within the trench.
2. The water table outside of the trench may be lowered by means of well points to decrease the hydrostatic pressure outside the trench. Lowering the water table may increase settlement outside of the trench.
3. Grouting to lessen loss of slurry into coarse gravel layers, to lessen sloughing off of wall surfaces into the trench in loose materials or to increase bearing capacity in areas with surcharge loads.
4. Adjusting the length of cut open at one time in order to increase the arching action in the soil.
25.2.6 Final Condition
25.2.6.1 Wall
(a) The design of the wall for the final condition is dependent upon the type and purpose of wall.
25.2.6.2 Cutoff Walls
(a) Slurry cutoff walls may be of either soil-bentonite orcement-bentonite construction. The design of either system shall be based, in part on the following factors:
1. Permeability — In order to be effective, cutoff walls must be keyed into an underlying aquaclude (impervious layer). The soil-bentonite or cement-bentonite mixture shall be designed and tested for the desired degree of permeability , as required to contain the lateral flow of the groundwater. It shall be determined that chemical attack on the cutoff wall from toxic wastes or acids will not reduce the efficiency of the walls.
2. Strength — The cutoff wall shall have sufficient strength to withstand the hydraulic gradient across the wall, in addition to pressures from any embankment or surcharge.
3. Flexibility — The wall shall be sufficiently flexibile to withstand movements due to deformation of the adjacent soil under the loads mentioned above without cracking.
25.2.6.3 Foundation Walls
(a) Foundation walls shall be designed, (see Part 2 of this Chapter) for the following applicable horizontal and vertical loads:
1 . Earth pressure (the wall and the accompanying bracing or anchorage .systems shall be designed as a braced cut for the differential earth pressures on the wall)
2. Hydrostatic pressure from the difference in water tabic on the opposite sides of the wall
3. Live load and structure surcharges on the retained fill
4. Direct live and dead loads on the wall
118 Bulletin 714 — American Railway Engineering Association
25.3 MATERIALS
25.3.1 Slurry
25.3.1.1 Bentonite- Water Slurry
(a) Slurry shall consist of a stable colloidal suspension of bentonite in water and shall be controlled in accordance with the most current American Petroleum Institute (API) Standard 13B, "Standard Procedure for Field Testing Drilling Fluids," and the following requirements;
1 . At the time of introduction of the slurry into the trench, the slurry shall be a mixture of not less than 18 pounds per barrel (42 gallons) of betonite and water. Additional bentonite may be required, depending on the hardnesss and temperature of the water and the quality of the bentonite. The slurry shall have a minimum apparent viscosity of 15 centi-pose or 40 seconds reading through a Marsh Funnel Viscosimeter, a maximum filtrate loss of 30 cubic centimeters in 30 minutes at 100 psi, and a pH of not less than eight.
2. The slurry mixture in the trench shall have unit weight not less than 64pcf (1.03 gm/cc), not greater than 87 pcf (1.40 gm/cc).
25.3.1.2 Soil-Bentonite Slurry
(a) The slurry mixture, with backfill material, shall be either slurry taken from the trench or slurry meeting the requirements of slurry introduced into the trench. If slurry from the trench is used, it shall be cleaned of unsuitable excavated materials (lumps) and tested prior to reuse.
25.3.1.3 Cement-Bentonite Slurry
(a) The Cement-Bentonite slurry shall consist of a stable suspension of cement in a bentonite water slurry and shall be controlled in accordance with the most current API Standard 10: "Specifications for Materials and Testing of Well Cements" and the following requirements:
1 . At the time of introduction of cement in the bentonite- water slurry , the bentonite slurry shall have a minimum 34 seconds reading through a Marsh Funnel, 1,500 ml in and 1,000 ml out.
2. Cement shall be weighed and added to the bentonite slurry to produce a cement-water ratio of 0.20 by weight.
3. At the time of introduction in the trench, the cement-bentonite slurry shall be generally proportioned, so as to have a viscosity corresponding to a Marsh Funnel reading not less than 40 seconds or more than 50 seconds, as measured at the batch plant. If a reading falls outside these limits, the next batch will be corrected to fall within the limits.
25.3.2 Bentonite
(a) Bentonite used in preparing slurry shall be pulverized (powder or granular) premium grade sodium cation montmorillonite and shall meet the most current API Standard 13A "API Specifications for Oil-Weil Drilling — Fluid Materials."
25.3.3 Cement
(a) Cement used in Cement-Bentonite slurry shall conform to ASTM C 150, "Requirements for Portland Type I Cement."
(b) Cement used in Tremie Concrete shall conform to the requirements of Part I of this Chapter.
25.3.4 Water
(a) Fresh water, free of deleterious substances that adversely affect the properties of the slurry, shall be used to manufacture bentonite slurry. It is the responsibility of the Contractor that the slurry resulting from the water shall always meet the standards of this Specification.
Proposed Manual Changes 1 1 9
25.3.5 Additives
(a) Admixtures of the type used in the control of oil-field drilling muds, such as softening agents, dispersants, retarders or plugging or bridging agents, may be added to the water or the slurry to permit efficient use of bentonite and proper workability of the slurry. Additives shall be used, only with the approval of the Engineer.
25.3.6 Backflll
(a) When consolidation of the trench backfill is a concern, the material for trench backfilling for a Soil/Bentonite slurry trench cut-off wall shall be composed of slurry and selected granular soils obtained from the excavation and/or designated borrow areas. The soil shall be friable and free from roots, organic matter, or other deleterious materials. The backfill shall be thoroughly mixed and reasonably well-graded between the following gradation limits:
Screen Size Percent Passing
(U.S. Standard) by Dry Weight
3/8" 65 to 100
No. 20 35 to 85
No. 200 15 to 35
(b) When a coefficient of permeability for the backfill must be less than or equal to 1 x 10"^ cm/sec., the fines in the backfill mix shall have sufficient plasticity so that the material can be rolled into an 1/8 inch thread without crumbling. The water content of the backfill material shall not exceed 20 percent prior to blending with bentonite slurry. Laboratory permeability tests shall be run to verify the suitability of the mix. Dry bentonite can be added to further decrease the permeability if needed.
(c)Ifconsolidationof the back fill is not a concern and 1 x 10"^ cm/sec. for the wall is acceptable, the excavated soil, cleaned of deleterious material, should be used for economy.
(d) The material used to backfill trenches where precast panels are used shall be composed of any fine grain soil of low plasticity capable of fiowing in place between the precast panel and the walls of the trench excavation. Alternately, the void between panels can be filled with an approved grout mix such as Cement/Bentonite.
25.3.7 Tremie Concrete
(a) Unless otherwise stipulated in this Specification, concrete shall be produced and placed in accordance with Part 1 of this Chapter. Concrete shall have a minimum compressive strength of 4,000 psi in 28 days. Approved additives, such as set retarders, may be used to improve workability. Slump at time of placement shall not be less than 8 inches.
25.3.8 Precast Panels
(a) Precast panels shall meet all requirements of Part 2 of this Chapter.
25.3.9 Permanent Joint Beams
(a) If used with cast-in-place concrete walls, permanent joint beams shall be precast concrete or steel shapes.
25.3.10 Materials Quality Control
(a) Proper quality control shall be maintained for the cutoff wall construction, under the direction of a qualified engineer. Testing requirements are summari/ed in Table 25.3.10.
(b) Results of all tests performed in accordance with the Specification should be recorded.
120
Bulletin 714 — American Railway Engineering Association
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Proposed Manual Changes 121
25.4 CONSTRUCTION
25.4.1 General
(a) The construction of precast, cast-in-place, and flow-controlling cutoff walls all generally follow the same construction techniques, i.e., trench excavation under the influence of a restraining bentonite slurry fluid, and fluid replacement by a wall or barrier material. Construction methods shall be such that slurry material is contained and controlled to prevent loss of trench excavation, leaks, spillage, and then properly disposed.
25.4.2 Trench Excavation
25.4.2.1 General
(a) The trench shall be constructed to line and grade and tolerances as shown on the plans. Boring logs indicate the general type of materials to be excavated.
25.4.2.2 Pretrenching
(a) Pretrenching shall be performed to relocate, remove, or preserve utilities. Isolated additional excavations "in the dry" may be needed to remove obstructions.
25.4.2.3 Trenching Method
(a) Trenching shall be performed using suitable earth-moving equipment, such as grab or clamshell buckets, backhoe, chisels, drills, special patented equipment, or other means for the removal of material. Excavation shall be to full-depth at the point of start, proceed along the trench line full-depth and be performed under bentonite slurry. Methods and techniques chosen are to minimize over- excavation, loosening and/or caving of material outside the designated wall width.
(b) Guide walls are commonly constructed ahead of the trenching operations to assist in the control of line and grade, protect the trench sides against sloughing and/or caving of material, support surcharge loads, and act as a reservoir for the slurry.
(c) The distance of trench excavation at any one time should not exceed practical limits for placement of permanent wall material in a given period of time.
(d) Additional equipment, such as an air lift, pump, or clamshell buckets, may be needed to clean the trench bottom of loose material. Means shall be provided to verify the trench depth and condition prior to wall construction.
(e) Continuous trenching may be allowed in soil-bentonite wall construction, but individual panels with joints are required for reinforced concrete wall construction.
(0 Joints are very important and their design and detail should be carefully considered.
25.4.3 Slurry Material
25.4.3.1 General
(a) Sufficient batch plant mixers, pumps, supply lines, ponds and tanks, and reserve material shall be provided to assure proper mixing and placement of the slurry. No slurry shall be prepared in the trench. Mixing of water and bentonite shall continue until bentonite particles are fully hydratcd and the resulting slurry appears homogeneous. The slurry shall be agitated or recirculated in storage ponds or tanks as required to maintain a homogeneous mix.
25.4.3.2 Slurry Introduction
(a) At the start of trench excavation, the bentonite slurr>' shall be introduced into the excavation.
24.4.3.3 Slurry Maintenance
(a) The slurry shall be maintained in the excavated trench until the completion of the excavation and displacement of the wall construction. The slurry level shall meet the design requirements of Section
122 Bulletin 714 — American Railway Engineering Association
25 .2 and be maintained within a reasonable distance from the top of excavation, generally within 3 feet, and at least 2 feet above the groundwater level. The Contractor shall have sufficient personnel, equipment, and material ready to raise the slurry level at any time.
25.4.3.4 Quality Control
(a) The Contractor shall maintain his own quality control under the direction of a qualified engineer. Testing of the slurry shall be performed each working shift and shall include testing slurry pH, unit weight, filtration loss, and viscosity.
24.4.3.5 Slurry Disposal
(a) As the slurry is displaced by the construction of the wall, means shall be provided for holding the fluidor for its disposal. No slurry shall be left in ponds at the site. Proper disposal of the slurry shall be the Contractor's responsibility.
25.4.4 Wall Construction
25.4.4.1 General
(a) In addition to the above general construction requirements and methods, the following should be considered by the designer:
25.4.4.2 Cutoff Wall (Soil-Bentonite) I
(a) Trench; introduce and maintain bentonite-water slurry. It is essential that the bottom of the slurry trench be keyed a minimum specified penetration into the underlying aquaclude, as indicated by soil borings.
(b) Prepare wall material per project requirements. Soil-bentonite wall material (backfill) shall be composed of slurry and selected soils obtained from designated borrow areas. The soil shall be free of organic or other deleterious materials. The backfill shall be thoroughly mixed to a homogeneous paste consistency and reasonably well-graded.
(c) The wall material shall be placed continuously, starting at the beginning of the trench in a manner that will produce a homogeneous wall freeof voids or pockets of slurry. Before drying occurs, the top of the wall shall be capped.
25.4.4.3 Cutoff Wall (Cement-Bentonite)
(a) Trench; introduce and maintain cement-bentonite slurry. If, at any time, the slurry in the trench begins to set or gel before excavation is complete to the full-depth, or otherwise becomes unwurkable. additional freshly prepared cement-bentonite shall be introduced. Addition of water to slurry in the trench shall not be permitted.
(b) It is essential that the bottom of the slurry trench be keyed a minimum specified penetration into the underlying aquaclude, as indicated by soil borings.
(c) After initial set, the top of the completed wall shall be checked for decantation. After the wall has been topped off and set, but before drying occurs, the wall shall be capped.
(d) Any time that a wall segment is extended where the slurry in the previously excavated trench has taken a set, the excavation shall remove a minimum of 3 feet overlap into the previous excavated trench.
25.4.4.4 Cast-in-Place Concrete Wall
(a) Trench to the line and grade shown on the plans, introducing water-bentonite slurry as trenching progresses. Trench length open at any one time should not exceed the capacity for placing concrete.
(b) Set panel end fonns or joint material as required by the plans.
(c) Place reinforcing (bars or structural steel) in slurry (for reinforced wall construction).
ProjKJsed Manual Changes 123
(d) Place wall concrete by tremie (gravity flow or pump) using high slump concrete with 3/4 inch maximum size aggregate, of the compressive strength designated on the plans. The concrete placement shall be controlled to prevent segregation and not be allowed to fall through the slurry, but rather placed on the trench bottom and allowed to displace slurry in accordance with "Depositing Concrete Under Water — Tremie" of Part 1 of this Chapter.
(e) The wall top shall be finished to the grade designated on the plans.
(0 Additional requirements for cast-in-place concrete wall construction are beyond the scope of these specifications.
25.4.4.5 Precast Panel Wall
(a) Trench to the line and grade shown on the plans, introducing water-bentonite slurry as trenching progresses. Trench length should not exceed the capacity for placing precast panels and tremie concrete.
(b) Place precast panels in trench (held in position by guide restraints); displacing the slurry fluid.
(c) Place tremie concrete at toe of set precast panels as shown on the plans.
(d) Backfill with granular material between panel and trench after concrete has set and remove panel restraints.
25.4.5 Inspection
(a) Only competent and experienced contractors, prequalified by the Railroad, should be engaged for slurry wall construction. Slurry trench specialists (as approved by the Railroad) shall supervise the construction, slurry preparation, and quality control. Documentation of all materials used shall be furnished the Railroad, along with certification that the wall construction confonns to the requirements of the plans.
25.5. REFERENCES
API 1985: Recommended Practice, Standard Procedure for Field Testing Drilling Fluids, API RP 13B Eleventh Edition.
API 1985 Specification for Oil-Well Drilling-Fluid Materials, API 13A Eleventh Edition.
Bowles, J. E., 1982: "Foundation Analysis and Design," McGraw-Hill, New York.
Clough, G. W., 1973: Analytical Problems in Modeling Slurry Wall Construction, FCP Res. Rev. Conf. , San Francisco.
Gill, S. A., 1978: Applications of Slurry Walls in Civil Engineering Projects, ASCE Preprint 3355.
Millet, R. A., and Perez, J. Y., 1981 : Current USA Practice: Slurry Wall Specifications, Proc. ASCE, Aug. 1981.
Xanthakos, P. P., 1979: "Slurry Walls," Published by McGraw-Hill, New York.
124 Bulletin 714 — American Railway Engineering Association
Proposed 1988 Manual Revisions to Chapter 10 — Concrete Ties
FOREWORD
Add this sentence as the last sentence of the first paragraph of the FOREWORD:
"These specifications are applicable for conditions using 1987 AAR interchange requirements with respect to axle loads."
Paragraph 1.1.2.3 Load Distribution
Change first sentence to read "The foregoing discussion and the requirements following are based on the knowledge that wheel loads applied to the rail will be distributed by the rail to several ties."
Fig. 1.1.2.3.1
Substitute revi.sed sheet as shown on following page. Paragraph 1.1.2.4 Impact Factors
Change last sentence to "An impact factor of 200 percent has been assumed."
Page 10-:l-7
Calculated sample at foot of page should be changed to reflect new distribution factor (0.56 for 28 inch spacing).
Average Ballast Pressure (psi)
= 60,000 (3.0) (0.56) 102 X 12
= 82.4 psi
Paragraph 1.2.3.12 (a)
Revise to Read: "Steel used for tie bars of two block concrete ties shall provide double the corrosion resistance of 1018 steel as determined by ASTM Specification B-1 17. Corrosion protection systems such as painting or galvanizing, which may be abraded by sharp angular ballast particles, are not acceptable. Minimum thickness of the tie bar shall be 0.236 inches (6mm)."
Article 1.4.1
Retain heading but remove Table 1 .
Add New Paragraphs 1.4.1.1 and 1.4.1.2 as follows:
1.4.1.1 Figure 1 .4. 1 . 1 gives the unfactored positive bending moment at the centerline of the rail seat for tie lengths of 8'-0", 8'-6", and 9'-0" for various tie spacings.
Bending moments may be interpolated for other tie lengths.
Requirements for factored design flexural values are obtained by the method described in 1 .4. 1 .2.
1.4.1.2 In consideration of the influence of speed and annual tonnage on tie design, the factored design flexural capacity may be determined from:
M = B.V.T.
Where:
M is the factored design positive bending moment at the center of the rail seat.
B is the bending moment in inch kips taken from Figure 1 .4. 1 . 1 . for a particular tie length and spacing.
Proposed Manual Changes
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19 20 21 22 23 24 25 26 27 28 29 30 31 Center to Center Tie Spacing in Inches
Figure 1.1.2.3.1
126
Bulletin 714 — American Railway Engineering Association
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Figure 1.4.1.1
Proposed Manual Changes
127
(l 3? A) Jopoj
128 Bulletin 714 — American Railway Engineering Association
V is the speed factor obtained from Figure 1.4.1.2.
T is the tonnage factor obtained from Figure 1.4.1.2.
The use of strain attenuating tie pads in the rail fastening system has been shown to reduce positive bending moments. The factored design flexural capacity value, M, may, therefore, be reduced at the option of the engineer.
Factored design rail seat negative, tie center negative and tie center positive bending moments may be calculated from the factored design positive bending moment M, using the following factors and interpolating if necessary.
Rail Seat Center Center
Tie Length Negative Negative Positive
8'-0" 0.64M 0.92M 0.56M
8'-6" 0.53M 0.67M 0.47M
9'-0" 0.46M 0.57M 0.40M
For tie designs having a reduced bottom width at the center of the tie, the positive moment at the rail seat will increase and the negative moment at the tie center will decrease when compared with a tie with a uniform bottom width, for a given ballast pressure.
In view of this condition, the rail seat and center positive flexural requirements and the negative center flexural requirements shall be modified accordingly. Required moment calculations are to be based on the geometry of the bottom surface of the tie subjected to uniform ballast pressure.
In lieu of moments based on calculations, the rail seat and center positive flexural requirements shall be increased by 10% and the center negative flexural requirements shall be decreased by 10%.
Page 10-1-17:
In each of the following paragraphs, substitute "Section 1.4.1" for the reference to "Table I."
1.4.2.1
1.4.3.1
1.4.3.2 1.4.3.3
Paragraph 1.4.2.3
Revise to state: "Furthermore, there should be a mimimum pre-compressive stress at any vertical cross section through the rail seat area of 500 psi after all losses and without any applied load."
Section 1.5.1
Retain heading but remove Table II. Renumber Paragraph 1.5.1.1 to 1.5.1.4. Add Figure 1.5.1.1.
Add the new paragraph 1.5.1.1 which should read:
"Figure 1 .5. 1 . 1 gives the unfactored positive bending moment at the center line of the rail seat for tie block lengths of 30", 33" and 36" for various tie spacings for Reinforced Two-Block Ties. Bending moments may be interpolated for other tie block lengths. Requirements for factored design flexural values are obtained by the method described in 1.4.1.2."
Add new Paragraphs 1.5.1.2 and 1.5.1.3 as follows:
1.5.1.2 Figure 1 .5. 1 .2 gives the unfactored positive bending moment at the centerline of the rail seat for the block lengths of 30". 33", and 36" for various tie spacings, for Prestressed Two-Block Ties. Bending moments may be interpolated for other tie block designs.
proposed Manual Changes
129
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Figure 1.5.1.1
130 Bulletin 714 — American Railway Engineering Association
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Figure 1.5.1.2
Proposed Manual Changes 131
1.5.1.3 For two-block reinforced and two-block pre-stressed ties, negative bending moments may be calculated from the calculated rail seat positive bending moment, M as follows:
Tie Block Length Rail Seat Negative
30" ().72M
33" 0.7 IM
36" 0.70M
To New Paragraph 1.5.1.4 — Allowable Cracking
Add subsection (e) Maximum and average crack widths shall not exceed those values shown in Table III.
Also delete "1.5.1.1.e" reference next to Table III. Paragraph 1.5.2.1
Substitute ""Article 1.5.1" for reference to "Table II."
Paragraph 1.9.1.5 Rail Seat Repeated — Load Test
Change first sentence to read: "'Following the vertical load test for positive moment on rail seat B, the load shall be increased at a rate of at least 5 kips per minute until the tie is cracked from its bottom surface up to the level of the lower layer of reinforcement."
Page 10-1-21
Revise footnote at bottom of page to read:
"Test shall be conducted on three pads. The two pads providing highest and lowest spring rate values shall be discarded and remaining pad shall be used for tests (b) through (h)."
Paragraph 1.9.1.14 Electrical Impedance Test
Change subparagraph (a) to read: "'Two short pieces of rail are affixed to Tie 2 using tie pads, insulators and fastenings in a manner appropriate to the fastening system to be used."
Paragraph 1.10.1.1 Sequence of Tests (Tie "1")
Delete (d) Center Positive Bending Moment Test (described in Paragraph 1.10.1.7). Relabel existing subparagraphs (e) and (f) to subparagraphs (d) and (e) respectively.
Paragraph 1.10.1.2 Sequence of Tests (Tie "2")
Add subsection (a) Center Positive Bending Momenl Test (described in Paragraph 1.10.1.7). Relabel existing subparagraphs (a), (b), and (c) to subparagraphs (b), (c), and (d) respectively.
Paragraphs 1.10.1.4 and 1.10.1.5
Substitute "Article 1.5.1" for reference to "Table !I."
Paragraph 1.10.1.6 Center Negative Bending Moment Test
Change first sentence to read "With Tie "1" supported and loaded as shown in Figure VIII. a load increasing at a rate not greater than 5 kips per minute shall be applied until a load of 1 1 kips causing a moment of 55 inch-kips has been reached."
Paragraph 1.10.1.7 Center Positive Bending Moment Test
Change first sentence to read "With Tie "2" supported and loaded as shown in Figure IX, a load increasing at a rate not greater than 5 kips per minute shall be applied until a load of 1 1 kips causing a moment of 55 inch-kips has been reached."
132 Bulletin 714 — American Railway Engineering Association
Paragraph 1.13.1.2 Rail Seat Load
Add after the first sentence: "In order to determine the rail seat load, a maximum axle load of 82,000 pounds was chosen. Therefore, using a distribution factor of 0.5 for concrete ties spaced at 24 inch centers from Figure 1 . 1 .2.3. 1 , page 10-1-6 and an impact factor of 200% from Paragraph 1 . 1 .2.4, page 10-1-7, the calculated rail seat load is:
82000
X 0.5 X 3.0 = 61,500 pounds
This rail seat load is used to determine the flexural requirements in Art. 1.4.1, for monoblock ties. The design flexural performance values for monoblock ties for other than 24 inch spacing may be determined directly from Figure 1.4.1.1 and by applying the appropriate speed and tonnage factors."
Eliminate second sentence and all that follows.
Article 1.13.2 Flexural Strength of Two-Block Ties
Add new sentence after last. "The rail seat load of 61,500 pounds as determined in Paragraph 1.13.1.2 is used to determine the flexural requirements in Art. 1.5.1, for two-block ties. The design flexural performance values for two-block ties for other than 24 inch spacing may be determined directly from Figure 1.5.1.1 for reinforced two-block ties and Figure 1.5.1.2 for prestressed two-block ties and by applying the appropriate speed and tonnage factors."
Proposed Manual Changes 133
Proposed Manual Revision
To Chapter 11 - Engineering Records
And Property Accounting
A new Chapter 11 is proposed and changes are described in the following Executive Summary.
Executive Summary
As currently presented. Chapter 1 1 of the AREA Manual outlines specifications tor a multitude ot forms that were formerly used to report changes to physical property and to maintain permanent prof)erty records. Changes occurring in the railroad industry in the past few years have rendered these specifications for all roads less important than in the past. The easing of the reporting requirements of the Interstate Commerce Commission have given roads more latitude in determining the format and detail of their property records. As roads have computerized their reporting and record keeping processes, they have revised their documents to better interface with the particular computer package installed. And finally, property accounting itself has undergone a major change: The adoption of depreciation accounting for track structure.
With these changes in mind, it was felt that the emphasis in the Committee 1 1 area should be shifted from form specification to practical discussions of basic policy and procedures, regulations, etc. except in the case of map preparation, the thrust is toward a more general outline of requirements rather than specific formatting.
The existing Part 1 , General Records and Reports, and Part 2, Constmction Reports and Property Records, contain material which, with few exceptions, was reapproved with or without revisions in 1961 and 1962. These sections for the most part describe in detail reports and records designed to be kept by hand. Some space is devoted to use of punch cards for recording data for machine processing.
The existing Part 3, Cost Accounting Methods, Statistical Record and Forms for Analyzing Expenditures for assistance in Controlling Expenditures, contains material written in 1952 with some material revised in 1962. It describes statistical methods and procedures for developing unit costs and other statistics for measuring the efficiency of maintainance of way operations. The forms and reports discussed are designed to be kept by hand.
The existing Part 4, Office and Drafting Room Practices, contains mostly material that was reapproved with revisions in 1962. It illustrates standards for lettering, graphic symbols, titles, etc. for hand drafting of engineering drawings. It also provides specifications for preparation of maps and profiles which have not been changed since 1953.
In view of the age and obsolescence of the existing material Committee 1 1 had decided that a whole new chapter should be written with the contents of this chapter centered around Committee 1 1 's primary subcomittee topics: Accounting; Office and Drafting Practices; Taxes; and Planning. Budgeting and Controls. A brief synopsis of the new parts follows:
Part I, Accounting, seeks to clarify and explain the Interstate Commerce Commission policy governing the accounting and reporting of property changes. It is a guide which specifies for all personnel engaged in designing, constructing, maintaining or accounting for property the type of work that shall be charged to an Authority for Expenditure (A.F.E.). It also sets forth the information to be reported when a physical change, such as an addition, retirement or upgrade, is made to property requiring the authorization of an A.F.E.
The ICC primary accounts are defined. Representative examples of the items included in and the minimum information to be reported are given for each account. This information in the fomi provided is not available in this form in any other publication.
134 Bulletin 714 — American Railway Engineering Association
The criteria for determining proper charges to capital accounts are given.
In 1983, railroads were required to implement depreciation accounting for road accounts which in the past had been expensed. The application of depreciation accounting to these road accounts is described.
A brief review of the basis for Authorities for Expenditure and the procedures for approval are given.
The use of property asset ledgers to record the roadway property assets of the corporation including the use of roadway completion reports to provide for the inclusion of newly completed assets are discussed.
Part 2, Cartographic Specifications, provides updated cartographic specifications. Effective January 1 , 1982, the Interstate Commerce Commission eliminated Part 1263, Map Specification, from the Code of Federal Regulations and transferred significantly reduced map specifications to the property account instructions in the Uniform System of Accounts for Railroad, Part 1201. Due to improved technology in map making, the Commission ruled that it is no longer necessary to require railroad companies to maintain the detailed records previously required in part 1263. However, because the Commission has a need for Class I railroad property records in rate, abandonment, merger and purchase proceedings and for accounting, audit and valuation purposes, these carriers are still required to maintain certain basic map information. This rule substantially reduced the regulatory burden associated with maintaining and filing property maps with the Commission. Additionally, this rule relieved Class II and Class III railroads of all map requirements.
Class I railroads are subject to a five-part map specification incorporated as Instruction 2-21 , Map Specifications, in Part 1201. The revised map specifications require Class I railroads to:
1. Maintain a current map of its rail property.
2. Furnish copies of such maps to the Commission upon request.
3. Maintain sufficient detail to show right-of-way, track and other important facilities.
4. Provide appropriate indices and titles.
5. Comply with generally accepted map principles.
In keeping with the ICC regulations, general guidelines for map creation and production by railway carriers is provided. The guidelines are flexible to allow their use by individual railroads to meet their special requirements while meeting ICC regulations.
The suggested specifications are divided into the following major areas.
1 . General Cartographic Practices - updated relative to ICC regulations and railway carrier operations.
2. Digital Mapping - as applied to rail carrier cartographic requirements.
3. Land Information - relative to mapping.
Part 3, Taxes, provides general discussions of the following topics: Federal Income Tax, State Income Tax, Investment Tax Credit, Property Tax, and Sales and Use Tax.
The differences between ICC and IRS values in capitalizing assets is described. A review of the evolution of federal tax laws is provided with the Tax Reform Act of 1986 treated in detail. The other sections provide succinct pre.sentations on tax related subjects which are of value to everyone involved in constructing, maintaining and accounting for real and personal property.
In Part 4, Planning, Budgeting and Control, the planning and control process is outlined, starting with the setting of corporate goals that deal with strategic issues and ending with the more specific long-temi plan and the quite specific annual budget. There is a discussion of the interrelationship of the
Proposed Manual Changes 135
various planning function, examples of common issues to be addressed, and suggestions of how railroad planning can be organized and accomplished.
The budgeting process, including the preparation of annual capital and maintenance budgets, selection of capital projects, authorization process, accounting for expenditures, and cost control for the projects, is covered in detail. There is a brief synopsis of the setting up of a permanent data base for the capturing of all details. Examples are given for each part of the budgeting and control process as a guide for recommended practice.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
MANUAL FOR RAILWAY ENGINEERING
CHAPTER 11
ENGINEERING RECORDS AND PROPERTY ACCOUNTING
Copyright '& 1988
(Rewritten 1988)
FOREWORD
The world of railroading has seen a significant change in all methods of operation since the Technical Manual of Committee 1 1 was last revised. Much of this change has caused all companies, and individuals within them, to reexamine their business objectives on a long term basis with particular emphasis on how to achieve these objectives in the most economical way possible.
Change has also altered the original scope of Committee 1 1 in much the same way as companies as a whole have been affected. The Committee has constantly studied and analyzed evolving concepts in an attempt to provide the AREA membership with current and accurate information that can be used as a useful management tool.
It is with this concept of aiding members in mind that this revision to Chapter 1 1 was prepared. The contents of this chapter will be centered around Committee 11 's primary subcommittee topics: Accounting; Office and Drafting Practices; Taxes; and Planning, Budgeting and Controls.
In 1983, individual companies implemented Depreciation Accounting for track structures. Most companies had applied Depreciation Accounting to non-track accounts for a number of years. The Interstate Commerce Commission's order to adopt Depreciation Accounting for track related assets caused all organizations to make measurable changes in Accounting applications. There are still issues surrounding Depreciation Accounting that remain unresolved as of the revision date of this manual.
In the area of Office and Drafting Practices, automation has, in many instances, replaced many former manual tasks. Much of Part 2 in Chapter 1 1 concerns computer aided drafting systems which many companies have acquired and have working within their Engineering Departments. Many companies without these systems have, at a minimum, begun studies on them to determine individual applications within their organizations.
Two legislative actions had a profound affect on the railroad industry in the 1980's. Deregulation was one action that changed the operating complexion of every company during this period. The second momentous change was the 1986 Federal Tax Act. Part 3 of the Manual revision addresses some of the changes at the Federal Tax level which will have an emphatic impact on business decision making within individual railroad companies.
Part 4 of the Manual contains information on a relatively new topic of study for Committee 1 1 , that of Planning, Budgeting and Controls. Widespread deregulation has caused all of these issues to become extremely important to the survival of all rail organizations in a deregulatory environment. Part 4 addresses a number of different but interconnected disciplines which have become integral parts of successful business practices in the rail industry today.
It should be noted that contents of this Manual revision do not reflect any guidelines pertaining to operations subject to jurisdiction of the Canadian Transport Commission, nor is there mention of recommended practices in the area of equipment accounting. These issues will be addressed in subsequent Manual revisions.
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Proposed Manual Changes 137
This Manual revision was an effort brought about by the concentrated input of a number of Committee 1 1 members. The revision was completed by our members for other members of the AREA with the intent of providing a guideline for recommended practices within the scope of study of Committee 1 1 . Furthermore, it is hoped that this Manual will become a useful aid to a wide range of Engineering, Valuation and Planning personnel, as well as other members of the AREA.
TABLE OF CONTENTS
Issued 1988
Part 1: Accounting Text
Introduction 1 . 1
Explanations of ICC Account Contents 1.2
Definition of Unit of Property 1.3
ICC Primary Accounts 1.4
Capital Expenditure or Operating Expense 1 .5
Authority for Expenditure 1 .6
Depreciation Accounting 1.7
Joint Facilities 1.8
Roadway Completion Reports 1.9
Property Asset Ledgers 1.10
Part 2: Cartographic Specifications (Office & Drafting Practices)
Overview 2.1
ICC Regulation 2.1.1
United States National Map Standards 2.1.2
Objectives 2.1.3
Scope 2.1.4
Organization 2.1.5
General Cartographic Principles 2.2
Intent 2.2.1
Map Specifications 2.2.2
Classes and Titles 2.2.3
Description and Purpose 2.2.4
Size of Sheets 2.2.5
Scales 2.2.6
Arrangements of Data 2.2.7
Cardinal Points 2.2.8
Indexing 2.2.9
Title 2.2.10
Certification 2.2.11
Right-of-Way & Track Maps 2.2. 12
Station Maps 2.2.13
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Text
Digital Mapping 2.3
Overview 2.3.1
Layer/Level Concept 2.3.2
Coordinate Network 2.3.3
Topographic Detail 2.3.4
Planimetric Detail 2.3.5
Cadastral Detail 2.3.6
Lease Properties 2.3.7
Tenant Properties 2.3.8
Occupancies 2.3.9
Zoning/Land Use/Taxation/Assessment 2.3.10
Deed and Conveyance Rights/Interest 2.3.11
Railroad Valuation Detail 2.3.12
Lettering 2.3.13
Land Information 2.4
Overview 2.4.1
Planimetric Details 2.4.2
Cadastral 2.4.3
Lease & Tenant Properties 2.4.4
Occupancies 2.4.5
Zoning/Land Use/Taxation/Assessment 2.4.6
Deed and Conveyance 2.4.7
Data Base Development 2.4.8
Symbology Specifications 2.4.9
Part 3: Taxes
3.1 3.2
Introduction
Federal Income Tax 3 2 4
Depreciation Groupings 3 2 4 1
Original 1942 Submission 3 2 4 2
Section 94 3 2 4 3
Guideline Depreciation 3 2 4 4
Class Life System 3 2 4 5
Class Life Asset Depr. Range (ADR) 3 2 4 6
Accelerated Cost Recovery System (ACRS) 3 2 4 7
Tax Reform Act of 1986 3 2.5
Values used in IRS Submissions 3 2 6
Gains and Losses 3 2 7
Retention of Documents 3 3
State Income Tax 3 4
Investment Tax Credit 3 5
Property Tax (AD Valorem) 3 ^ Sales and Use Tax
Part 4: Planning, Budgeting and Control Text
Introduction 4. 1
Strategic Planning 4.2
Long Term Planning 4.3
Annual Budget 4.4
Authorization Process 4.5
Control Process 4.6
Permanent Data Base 4.7
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 1 Accounting
1988 Index
1.1 Introduction
1.2 Explanations of Contents of ICC Account Listings
1.3 Definition of Unit of Property
1.4 ICC Primary Accounts
-Account 2 Land for Transportation Purposes
-Account 3 Grading
-Account 4 Other Right-of-Way Expenditures
-Account 5 Tunnels and Subways
-Account 6 Bridges, Trestles, and Culverts
-Account 7 Elevated Structures
-Account 8 Ties
-Account 9 Rail and Other Track Material
-Account 1 1 Ballast
-Account 13 Fences, Snowsheds, and Signs
-Account 16 Station and Office Buildings
-Account 17 Roadway Buildings
-Account 18 Water Stations
-Account 19 Fuel Stations
-Account 20 Shops and Enginehouses
-Account 22 Storage Warehouses
-Account 23 Wharves and Docks
-Account 24 Coal and Ore Wharves
-Account 25 TOFC/COFC Terminals
-Account 26 Communication Systems
-Account 27 Signals and Interlockers
-Account 29 Power Plants
-Account 3 1 Power Transmission Systems
-Account 35 Miscellaneous Structures
-Account 37 Roadway Machines
-Account 39 Public Improvements; Construction
-Account 44 Shop Machinery
-Account 45 Power-Piant Machinery
-Account 59 Computer Systems and Work Processing Equipment
1.5 Capital Expenditure or Operating Expense
1.6 Authority for Expenditures
1.7 Depreciation Accounting
1.8 Joint Facilities
1.9 Roadway Completion Reports
1.10 Property Asset Ledgers
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AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 1 Accounting
1988
1.1 INTRODUCTION
1.1.1 The purpose of this section is to clarify and explain the Interstate Commerce Commission pwlicy governing the accounting and reporting of property changes. It is a guide which specifies for all fjersonnel engaged in designing, constructing, maintaining or accounting for property what type of work shall be charged to an Authority for Expenditure (A.F.E.). It also sets forth the information to be reported when a physical change, such as an addition, retirement or upgrade, is made to property requiring the authorization of an A.F.E.
1.1.2 The main objectives of this section are:
(a) To explain property accounts and define construction and retirement activities applicable to each account.
(b) To achieve complete and uniform field reporting for property additions, changes or retirements with a minimum of detail.
(c ) To serve as a guide in the proper preparation of A.F.E. estimates, retirement estimates, reports of completed improvements and reports of property retired.
1.2 EXPLANATION OF CONTENTS OF ICC ACCOUNT LISTINGS
1.2.1 Account Definition
This definition shall be used for proper classification of capital and expense items to the proper ICC account.
1.2.2 Typical Items Included
This is intended onh as a representative listing and is not all inclusive. There are many items of material that are common to several units.
1.2.3 Information to be Reported
TTiis identifies the minimum descriptive information which must be shown. This list should be used in conjunction with the instructions and mimimum capitalization rule as presented in each individual company's accounting procedures.
1.2.4 Units of Property
The appropriate units of property are shown for each account. In some case, different units of property are used for the various components of a unit.
1.3 DEFINITION OF UNIT OF PROPERTY
1.3.1 A unit of property may be defined as an operating or functional division of property separately identified and subject to removal as a separate entity.
1.3.2 A unit of property may be one specific item or it may be a group of items so associated on an operating or functional basis that the items can be considered to form one assembly, such as:
(a) A building - composed of foundation, fioors, walls, roof, doors, windows, lighting fixtures, plumbing system, heating system, etc.
(b) An interlocker - composed of a building, interlocking machine, mechanical or electrical connections, signals, circuiting, etc.
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1.3.3 Generally, the cost and description of each unit of property should he identified, however, for certain "mass" units, such as roadway fences or ballast, the units are grouped and an average price is shown.
1.3.4 The "cost" of each unit includes the cost of material, the cost of labor to install and all other costs incurred in placing the property in service.
1.4 ICC PRIMARY ACCOUNTS
1.4.1 The ICC primary accounts section which follows is presented as a guide for proper account classification and should be used in conjunction with the accounting procedures adopted by each individual company.
1.4,2 ACCOUNT 2
LAND FOR TRANSPORTATION PURPOSES
Definition
The land for transportation purposes account includes the cost of land and appurtenant water rights, easements and other rights in land, and the cost of assessments for public improvements.
Items Included
Land
Assessments Legal fees Appraisals Condemnation
To Be Reported
Location Description Parcel number
Units of Property
Acre Square Foot
1.4.3 ACCOUNT 3 GRADING
Definition
The grading account includes the cost of clearing and grading the roadway; clearing, grubbing, and excavating for a tunnel being converted to an open cut and the filling of a bridge. When the height of the track is raised, the cost of the additional ballast added to the existing ballast base is charged to this account.
Items Included
Clearing
Ditching
Excavation
Embankment
New channels for streams
Retaining walls
Rip rap
To Be Reported
Location Description
Units of Property
Acre
Linear Feet Cubic yard Square Yard
1.4.4 ACCOUNT 4 OTHER RIGHT-OF-WAY EXPENDITURES
Definition
The other right-of-way expenditures account includes the cost of improvement projects across the carrier's right-of-way other than railway facilities and public improvement projects.
Items Included
Farm crossings Private crossings Pif)e Lines Power Lines Other facilities
To Be Reported
Location Description
Units of Property
Each Linear feet
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1.4.5 ACCOUNT 5
TUNNELS AND SUBWAYS
Definition
The tunnels and subways account includes the cost of tunnels and subways used for the passage of trains and, with the exception of signals, of all ventilating, lighting and safety apparatus therein.
Items Included
Tunnels Subways
To Be Reported
Location
Description
Length
Unit of Property
Each
1.4.6 ACCOUNT 6
BRIDGES, TRESTLES AND CULVERTS
Definition
The bridges, trestles and culverts account includes the cost installed of all bridges, trestles and culverts which carry tracks over watercourses, ravines, public and private highways, and other railways. The cost of bridges to carry tracks over undergrade crossings, including the necessary piers and abutments to sustain them, is also included.
|
ems Included |
To Be Reported |
Unit of Property |
|
Bridges |
Location |
Each |
|
Trestles |
Description |
|
|
Culverts |
Bridge number |
|
|
Pipes |
1.4.7 ACCOUNT 7
ELEVATED STRUCTURES
Definition
The elevated structures account includes structures which are for the purpose of elevating tracks above the grade of streets.
Items Included
Elevated structures Foundations
To Be Reported
Location Description Structure number Length
Unit of Property
Each
1.4.8 ACCOUNT 8
TIES
Definition
The ties account includes the cost of track ties, labor for unloading, distributing and installing the ties during the construction of tracks, as well as the cost of additional ties subsequently installed.
Items Included
Cross ties Switch ties Bridge ties
To Be Reported
Location Track number MP to MP
Unit of Property
Each
1.4.9 ACCOUNT 9
RAILS AND OTHER TRACK MATERIAL
Definition
The rails and other track materials account includes the cost of rail and other track material, labor for unloading and installing those materials during the construction of tracks, as well as the cost of welding two or more lengths of rail into continuous lengths.
Proposed Manual Changes
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Items Included
Rail
Switches
Frogs
Joints
Tie plates
Anticreepers
Spikes
Crossing frogs
Guard rails
Inner guard rails
Derails
Switch heaters
To Be Reported
Location Track Number MP to MP
Unit of Property
Each
BALLAST
1.4.10 ACCOUNT 11 Definition
The ballast account includes the cost of the various materials used in ballasting tracks, the cost of work train service and of labor for installing ballast in tracks.
Items Included
Ballast
To Be Reported
Location Track number MP to MP
Unit of Property
Cubic Yard
1.4.11 ACCOUNT 13 FENCES, SNOWSHEDS AND SIGNS
Definitions
The fences, snowsheds, and signs account includes the cost installed of fences protecting the right-of-way; snowsheds and the initial cost of planting trees for protecting tracks from snow; any sign that does not identify a bridge, signal, station or other structure. Excluded are fences around buildings and structures which are included in the appropriate building account.
Items Included
Fences Signs
To Be Reported
Location
Units of Property
Linear feet Each
STATION AND OFFICE BUILDINGS
1.4.12 ACCOUNT 16 Definition
The station and office buildings account includes the cost installed of a building and permanently attached fixtures, as well as the cost of preparing and completing the building site. Office buildings used exclusively for either Maintenance of Way or Maintenance of Equipment functions are not included.
Items Included
Stations
Office buildings Platforms Yard Offices
1.4.13 ACCOUNT 17
To Be Reported
Location Description
ROADWAY BUILDINGS
Unit of Property
Each
Definition
The roadway buildings account includes the cost installed of the building with drainage, utility connections, all machinery and permanently attached fixtures, as well as the cost of preparing and completing the building site.
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Items Included
M/W bases
Tool houses
Rail welding plants
Rail reclamation plants
Machines
To Be Reported
Location Description
Unit of Property
Each
1.4.14 ACCOUNT 18
WATER STATIONS
Definition
The water stations account includes the cost installed of the fully equipped permanent water supplying facility, preliminary water analysis, as well as the cost of preparing and completing the site.
Items Included
Dams
Pipelines
Pump houses
Penstocks
Tanks
Reservoirs
To Be Reported
Location Description
Unit of Property
Each
1.4.15 ACCOUNT 19
FUEL STATIONS
Definition
The fuel stations account includes the cost installed of the fully equipped locomotive and floating equipment fuel supplying facility, as well as the cost of preparing and completing the site. Track is not included.
Items Included
Dikes
Fuel houses
Fueling assembly
Machinery
Pipelines
Tanks
Unloading assembly
To Be Reported
Location Description
Unit of Property
Each
1.4.16 ACCOUNT 20
SHOPS AND ENGINEHOUSES
Definition
The shops and enginehouses account includes the cost of building and associated drainage, sewerage, water supply systems, plants for heat and light and permanently attached fixtures, as well as the cost of preparing and completing the building site. Maintenance of equipment material storehouses are also included.
Items Included
Shops
Enginehouses Storehouses Warehouses Material and supply truck tracks
To Be Reported
Location Description
Unit of Property
Each
Proposed Manual Changes 145
1.4.17 ACCOUNT 22 STORAGE WAREHOUSES
Definition
The storage warehouses account includes the cost of buildings, which are actually operated as storage warehouses, and of permanently attached fixtures, as well as the cost of preparing and completing the building site.
Items Included To Be Reported Unit of Property
Storage warehouses Location Each
Description
1.4.18 ACCOUNT 23 WHARVES AND DOCKS
Definition
The wharves and docks account includes the cost of various landings for vessels with the required operating and protection devices, as well as the cost of preparing and completing the site.
Items Included To Be Reported Unit of Property
Wharves Location Each
Docks Description
Bulkheads
Transfer bridges
Ferry bridges
Ferry slips
1.4.19 ACCOUNT 24 COAL AND ORE WHARVES
Definition
The coal and ore wharves account includes the cost of facilities for the transfer, treatment, blending, or storage of coal or ore, the cost of dredging and of j)ermanently attached fixtures, as well as the cost of preparing and completing the site.
Items Included To Be Reported Unit of Property
Bulkheads Location Each
Blending bins Description
Conveyors
Dumpers
Machinery
Wharves
1.4.20 ACCOUNT 25 TOFC/COFC TERMINALS
Definition
The TOFC/COFC terminals account includes the cost of terminal structures and permanently attached fixtures used for the loading and unloading of trailers and containers from Hat cars, as well as the cost of preparing and completing the site.
Items Included To Be Reported Unit of Property
TOFC/COFC Location Each
terminal office Description
Terminal
Paving
Floodlighting
Fencing
Machines
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1.4.21 ACCOUNT 26
COMMUNICATION SYSTEMS
Definition
The communication systems account includes the cost of telegraph, telephone, radio, radar, inductive train communication and other communication systems, including terminal equipment. Not included is communication equipment permanently attached to rolling stock or floating equipment and limited special purpose systems which are not connected with other systems.
Items Included
Portable radios Terminal equipment Telegraphs Telephones Pole Lines Underground cables Buildings used exclusively for communications
To Be Reported
Location Description
Units of Property
Each Linear feet
1.4.22 ACCOUNT 27
SIGNALS AND INTERLOCKERS
Definition
The signals and interlockers account includes the cost installed of interlocking and railroad crossing protection installations, including towers, other structures and permanently attached fixtures. Included is the cost of roadway installations for train control, including remote; the cost of buildings and machinery of power plants used primarily for the production of power for the operation of signals and interlockers, as well as the cost of preparing and completing the site.
Items Included
Car-retarder systems Centralized traffic
control system Crossing flashlight
signals Crossing gates Interlocker tower Signal buildings Hot box detectors Automatic signal
systems
To Be Reported
Location Description
Unit of Property
Each
1.4.23 ACCOUNT 29
POWER PLANTS
Definition
The power plants account includes the cost of power plant and substation buildings with foundations, dams, pipe lines, etc. required for the utilization of water for power; gas and sewer pipes with connectors; fixtures with wiring for lighting and heating and permanently attached fixtures.
Items Included
Buildings Coal pockets and trestles Fuel oil tanks Paving and platforms
To Be Reported
Location Description
Unit of Property
Each
Proposed Manual Changes
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1.4.24 ACCOUNT 31
POWER TRANSMISSION SYSTEMS
Definition
The power transmission systems account includes the cost installed of complete systems, including structures, for the transmission or distribution of electric, steam or compressed air.
Items Included
Air lines
Catenary systems Compressed air lines Duct lines Fences Light systems
for general lighting Manholes Meter houses Poles with fixtures Power lines - cable,
wire and conduit Steam lines Substations (complete) Third rail Transformers
1.4.25 ACCOUNT 35
To Be Reported
Location
Description of system Facilities served Description and quantities of major components
each
Units of Property
Complete system Components - use units as appropriate
MISCELLANEOUS STRUCTURES
Definition
The miscellaneous structures account includes the cost of all permanent structures not provided for elsewhere, including all fixtures and furniture to equip them for use.
Items Included
Buildings Roodlight towers
To Be Reported
Location
Description of structure Facilities served Description and quantities of major components
Units of Property
Complete structure - each Components -
use units as appropriate
1.4.26 ACCOUNT 37 ROADWAY MACHINES
Definition
The roadway machines account includes the cost of roadway machines with appurtenances and of on/off track automotive vehicles permanently equipped with special purpose roadway machines which are used exclusively in maintenance of way and structures.
Items Included
Adzing machines
Air compressors, portable
Ballast regulators
Ditchers
Dredging machines
Engines, portable
Grinders
Hoists, portable
To be Reported
Unit of Property
Jacks
Pile drivers Rail grinders Rail saws
Scarifier - inserters Spike drivers Spike pullers Tie tampers
Type of machine Each
Function of machine Quantity Manufacturer Serial number Model number Company assigned machine number
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1.4.27 ACCOUNT 39
PUBLIC IMPROVEMENTS; CONSTRUCTION
Deflnition
The public improvements; construction account includes the entire amount assessed on carrier property by government authority relating to the cost of constructing public improvements as well as the carrier's portion of the improvement construction cost.
Items Included
Curbing streets and highways
Drainage systems
Flood protection
Grading streets and highways
Grade crossings
Guttering streets and highways
Overhead highway bridges,
including approaches Paving streets and highways
including such pavings
at crossings Sewer systems Sidewalks Street lighting systems
1.4.28 ACCOUNT 44
To Be Reported
Location Description of
improvement Facilities served Description and quantities of major components
Units of Property
Complete improvement -
each Components -
use units as appropriate
SHOP MACfflNERY
Definition
The shop machinery account includes the cost of machinery and other apparatus used in shops and enginehouses including installation and foundations special to particular machines.
Items Included
Air compressors
Boring machines
Cranes
Drilling machines
Forgers
Grinding and
polishing machines Hoists
Hydraulic jacks Lathes
Milling machines Pipe cutting and
threading machines Pneumatic hammers Punchers Riveters Steam hammers Vises
Welding machines Woodworking machines
To Be Reported
Location
Building in which used Type of machine Function of machine Quantity Manufacturer Serial number Model number Company assigned machine number
Unit of Property
Each
Proposed Manual Changes
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1.4.29 ACCOUNT 45
POWER-PLANT MACHINERY
Definition
The power-plant machinery account includes the cost of machinery and other apparatus used in power plants and substations for generating and transforming power used for the operation of trains and cars or to furnish power, heat, and light for stations, shops, and general purposes. Included is the cost of installation and of foundations special to particular machines or other apparatus.
To Be Reported
Location
Building in which used Type of machine Function of machine Quantity Manufacturer Serial number Model number Company assigned machine number
Unit of Property
Each
Items Included
Air compressors
Boilers and fittings
Circuit breakers
Condensers
Engine room appliances
and tools Furnaces
Lubricating devices Metal stacks on boilers Switchboards Tanks
Transformers Water meters
1.4.30 ACCOUNT 59 COMPUTER SYSTEMS AND
WORD PROCESSING EQUIPMENT
Definition
The computer systems and word processing equipment account includes the cost of specialized computer equipment and peripherals.
Items Included To Be Reported Unit of Property
CRT terminals Location Each
Disk packs Quantity
Mainframe processors Manufacturer
Modems Serial number
Multiplexers Model number
Personal computers
Plotters
Printers
Storage units
Tape drives
1.5 CAPITAL EXPENDITURE OR OPERATING EXPENSE
1 .5. 1 Any project which will result in the addition of a complete unit of property to the asset ledgers of the corporation and exceeds the minimum capitalization rule (currently $2,000) is a capital expenditure. A project which is not a replacement of an existing item and will add less than a complete unit of property to the asset ledgers is a capital expenditure if the cost of the project exceeds the minimum capitalization rule.
1.5.2 Projects which do not meet one of the above criteria are to be charged to operating expense.
1.5.3 It is important to note that certain operating expenses are of such significance that they should be reflected in permanent engineering records such as track charts, maintenance records, etc. Individual railroads should provide the capability to capture this type of cost through both an expense cost tracking system and a detailed categorization of expenses by operating account for use by the engineering department.
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1.6 AUTHORITY FOR EXPENDITURES
1.6.1 Each company establishes procedures for approving the commitment of operating and capital funds to specific projects. These procedures pertain to the preparation, processing, approval and review of AFE's and related internal documents; they should not be read as a delegation of authority to any management personnel to execute documents which bind the corporation to expend corporate funds or dispose of or encumber corporate assets. Such authority is specifically delegated in the corporations' procedures manual.
1.6.2 In general, corporate policy will require an authorized AFE for the following items:
(a) Capital investment expenditures.
(b) Capital asset retirements whether through sale, scrapping, abandonment in place, or conversion to other service.
( c ) Replacement of capital assets because of theft or other involuntary removal from the company .
(d) Overruns and revisions to a previously authorized AFE.
For further infomiation, please reference Part 4 of this chapter.
1.7 DEPRECIATION ACCOUNTING
1.7.1 Depreciation accounting is now generally required for all assets except land. Under depreciation accounting , a monthly charge is made to operating expense in order to amortize assets over their service lives. Each carrier is required by the ICC to perform asset studies on their properties to determine specific asset service lives on which to base the calculations of charges to operating expense.
1.7.2 For all road accounts except track, the original cost of the asset less the estimated gross salvage value is used in determining the amount to be charged to expense over the life of the asset. At retirement, the cost of removal of the asset is charged to operating expense.
1.7.3 For track accounts, the original cost of the asset less estimated salvage value and estimated removal costs are used in determining the amount to be charged to operating expense over the life of the asset. At retirement, actual removal costs are charged to the depreciation reserve rather than operating expense.
1.8 JOINT FACILITIES
1.8.1 Reporting for jointly owned property should be included in the property asset records of the corporation. Jointly owned property should be noted as such in the database so that it can be readily identified as either property owned by one carrier for which rental is charged or as property owned jointly with one or more other carriers.
1.8.2 For property rented to others, the various cost factors involved must be analyzed to establish a per annum rental rate.
1.9 ROADWAY COMPLETION REPORTS
1.9.1 A roadway completion report is a detailed itemization of the additions and retirements which occured during a project and summarizes those items by ICC account for inclusion in the asset ledgers of the corporation.
1.9.2 Each roadway completion report should include the following minimum information;
(a) Authority for expenditure (AFE) or work order number
(b) Significant facts of ownership and operation (i.e. ownership and lease information, improvements made to leased property, etc.).
(c) Location
(d) Description
(e) Distribution of the cost and units of property by ICC account.
(f) Completion and service dates of the project.
(g) Book to tax adjustments information.
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1.10 PROPERTY ASSET LEDGERS
1.10.1 Corporate property asset ledgers, whether manually kept or mechanized, provide for the maintenance and updating of the fixed asset records of the corporation. All pertinent information regarding fixed assets such as location, bridge or building number, AFE number, and cost are maintained.
1.10.2 The projjerty asset ledgers permit the retrieval of the following information:
(a) Original cost of a unit of property and of any subsequent additions or retirements.
(b) Retirement information for a particular asset.
(c) Data for determining the cost of a line abandonment or of the investment in a particular line.
(d) Data to be used as the basis of performing depreciation or age distribution studies.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 2 Cartographic Specifications
2.1 OVERVIEW
2.1.1 ICC Regulation
2.1.1.1 Effective January 1, 1982, the Interstate Commerce Commission eliminated Part 1263, Map Specification, from the Code of Federal Regulations and transferred significantly reduced map specifications to the property account instructions in the Uniform System of Accounts for Railroads, Part 1201. Due to improved technology in map making, the Commission ruled that it is no longer necessary to require railroad companies to maintain the detailed records previously required in Part 1263. However, because the Commission has a need for Class I railroad prop>erty records in rate, abandonment, merger and purchase proceedings and for accounting, audit and valuation purposes, these carriers are still required to maintain certain basic map information as herein described. This rule substantially reduced the regulatory burden associated with maintaining and filing property maps with the Commission. Additionally, this rule relieved Class II and Class III railroads of all map requirements.
2.1.1.2 Class I railroads are subject to a five-part map specification incorported as Instruction 2-21, Map Specifications, in Part 1201. The revised map specifications require Class I raikoads to:
(a) Maintain a current map of its rail property.
(b) Furnish copies of such maps to the Commission upon request.
(c) Maintain sufficient detail to show right-of-way, track and other important facilities.
(d) Provide appropriate indices and titles.
(e) Comply with generally accepted map principles.
2.1.2 United States National Map Accuracy Standards
With a view of the utmost economy and expedition in producing maps which fulfill not only the broad needs for standard or principal maps, but also the reasonable particular needs of individual railroads. Standards of accuracy for published maps are defined as follows:
2.1.2.1 Horizontal accuracy. For maps on publication scales larger than 1:20,000, not more than 10 percent of points tested shall be in error by more than 1/30 inch, measured on the publication scale; for maps on publication scales of 1 :20,000 or smaller, 1/50 inch. These limits of accuracy shall apply in all cases to positions of well defined points only. Well defined points are those that are easily visible or recoverable on the ground, such as the following: monuments or markers, such as bench marks, property boundary monuments; intersections of roads, railroads, etc.; comers of large buildings or structures (or center points of small buildings); etc. In general what is well defined will also be determined by what is plottable on the scale of the map within 1 / 1 00 inch . Thus while the intersection of two road or property lines meeting at right angles would come within a sensible interpretation, identification of the insection of such lines meeting at an acute angle would obviously not be practicable within 1/100 inch. Similarly, features not identifiable upon the ground within close limits, such as timber lines, soil boundaries, etc. , are not to be considered as test points within the limits quoted, even though their positions may be scaled closely upon the map.
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Proposed Manual Changes 153
2.1.2.2 Vertical accuracy, as applied to contour maps on all publication scales, shall be such that not more than 10 percent of the elevations tested shall be in error more than one-half the contour interval. In checking elevations taken from the map, the apparent vertical error may be decreased by assuming a horizontal displacement within the permissible horizontal error for a map of that scale.
2.1.2.3 The accuracy of any map may be tested by comparing the positions of points whose locations or elevations are shown with corresponding positions as determined by surveys of a high accuracy. Tests should be made by the producing railroad, which shall also determine which of its maps are to be tested, and the extent of such testing.
2.1.2.4 Published maps meeting these accuracy requirements shall note this fact on their legends, as follows: "This map complies with National Map Accuracy Standards."
2.1.2.5 Published maps whose errors exceed those as specified in Article I, Section B, Paragraph 1-3 shall omit from their legends all mention of standard accuracy .
2.1.2.6 When a published map is a considerable enlargement of a map drawing (manuscript) or of a published map, that fact shall be stated in the legend. For example, "This map is an enlargement of a 1:20,000 scale map drawing," or "This map is an enlargement of a 1:24,000 scale published map."
2.1.2.7 To facilitate ready interchange and use of basic information for map construction among all Federal map making agencies, manuscript maps and published maps, wherever economically feasible and consistent with the uses to which the map is to be put, shall conform to latitude and longitude boundaries, being 15 minutes of latitude and longitude, or 7.5 minutes, or 3-3/4 minutes in size.
2.1.3 Objectives
The specifications herein described propose the development and adoption of general guidelines for map creation and production by railway carriers. In keeping with the intent and spirit of the ICC regulation, the objective of this specification is to eliminate antiquated and restrictive cartographic standards for affected railway carriers. This specification should in no way be viewed as the definitive standard for railroad related cartographic practices. Those practices must be adopted and utilized by individual railway carriers to suit their parochial business needs and to fulfill existing ICC regulations. This specification permits flexibility for map development and production.
2.1.4 Scope
This specification should serve as a flexible guideline to those railway carriers obligated under existing regulations to provide map and map related information to the ICC. Other railway carriers may wish to adopt the herein described standards to assure industry compatibility and for use as a resource management tool . In any event, the specifications should be considered broad enough to encompass the needs of individual railway business practices including historical and current uses as well as the application of new and innovative technologies.
2.1.5 Organization
The suggested specifications are divided into the following major areas:
(a) General Cartographic Practices - updated relative to ICC regulations and railway carrier operations.
(b) Digital Mapping - as applied to rail carrier cartographic requirements.
(c) Land Information - relative to mapping.
2.2 GENERAL CARTOGRAPHIC PRINCIPLES
2.2.1 Intent
In order that the requirements and interests of the railway carriers be best served, and that the needs of the Interstate Commerce Commission be provided for. it may be necessary to prepare certain maps of the property and have available methods of reproducing copies thereof to meet the requirements and demands as occasions arise. Although maps are not typically viewed as basic accounting records, they
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have proven to be an integral part of railroad property records. Maps are used extensively to identify and value rail property. Therefore, it is necessary to prescribe a uniform and consistent basis for identifying rail property. The specifications described herein substantially reduces the burden of maintaining and producing maps. The revised map specifications will provide railroad management greater latitude in developing and maintaining rail property maps.
2.2.2 Map Specifications
2.2.2.1 Class I Railroad companies shall maintain current maps of its property and shall promptly record any changes that may take place.
2.2.2.2 Class I companies shall furnish, on request, copies of maps showing its property as it exists on such date or dates as may be fixed by the ICC.
2.2.2.3 Class I companies shall maintain planimetric maps that show right-of-way, track and other important facilities at a scale to show sufficient detail.
2.2.2.4 Maps shall be indexed and titled to clearly indicate the specific area depicted.
2.2.2.5 All maps shall be prepared in accordance with generally accepted mapping practices.
2.2.3 Classes and Titles
Two general classes of maps may be made by the railway carriers:
(a) Right-of-way and track maps.
(b) Station maps.
2.2.4 Description and Purpose
2.2.4.1 The right-of-way and track maps should be a true horizontal projection of the right-of-way, tracks and other structures. The maps shall be made of materials of standard and durable quality, using conventional symbols and plain lettering.
2.2.4.2 Station maps should be made when necessary to supplement the right-of-way and track maps at terminals or other locations where the properties of the carriers are so extensive and complicated that full and complete information cannot be shown on the regulation right-of-way and track maps.
2.2.5 Size of Sheets
The maps should be made on sheets 24 inches by 56 inches. A plain single line border should be drawn on each sheet, dimensions inside of which shall be 23 inches by 55 inches. When more than one sheet is required to show the property, the maps should be made upon "matched marked" sheets in such manner as to require the minimum number of copies. The 24 inch by 56 inch map size is normally maintained by the railway carrier based on historical cartographic practice. However, the railway carrier is not restricted to the previous standard size and may elect to adopt any engineering size format to suit individual business requirements.
2.2.6 Scales
The right-of-way and track maps should be made on a scale of 1 inch equals 100 ft. . 200 ft. . or 400 ft., as the importance of the maps may warrant.
The station maps should be made on a scale of 1 inch equals 100 ft. or in complicated situations, 1 inch equals 50 ft.
The railway carrier may elect to utilize a different scale at its discretion. However, such scale must be large enough to accommodate all features as may be required by ICC regulation.
2.2.7 Arrangements of Data
At the railway carrier's discretion, the maps should bo made uiih the /.eri> or lowest numbered station at the left side of each sheet and should be plotted continuously from left to right. Where the use of the method would involve the abandonment of established survey station numbers of a railway, the plotting should be done in such a way as to preserve them, provided the maps for any given main line or
Proposed Manual Changes 155
branch are continuous in same direction between termini of main line or branch. The genera! direction of the center line of track should be as nearly as possible parallel to and halfway between the long sides of sheets, so that the maximum space each side of plotted right-of-way lines may be available for showing adjacent topography and property lines and for delineation of such other features as may be deemed necessary. The maximum length of main line roadway, represented on any one sheet of right-of-way and track maps between "match marks", should generally be 1 mile, if scale is 1 inch equals 100 ft., 2 miles if scale is 1 inch equals 200 ft., and 4 miles if scale is 1 inch equals 400 ft. (subject to 2.2.6).
2.2.8 Cardinal Points
On all maps an arrow showing the true north and south line, as nearly as can be ascertained from existing records, shall be placed. This arrow should be less than 3 inches in length and shall have the letter "N" marked as its north end . On each end of each sheet there should be shown a pointer directing to a terminal or important station.
2.2.9 Indexing
2.2.9.1 All right-of-way and track map sheets should be numbered serially, beginning with sheet 1. The sheets representing valuation sections should form separate series and the valuation sections should be numbered serially with the letter "V" preceding the number. Index numbers should be in the lower right-hand comer of the sheet and enclosed in a plain single line circle measuring 1 inch in diameter. Valuation numbers should be in the upper half of the circle and the sheet number below separated by a straight horizontal line.
2.2.9.2 The station maps should be given the same serial number preceded by the letter "S" as the sheet of the right-of-way and track map which they supplement.
2.2.9.3 In case a right-of-way and track map sheet is supplemented by more than one station map. a subscript letter should be used after the number as follows: S 32a, S 32b, etc., where land and track features are combined; S-L 32a, etc., where land only is shown; and S-T 32a, etc., where the track features only are shown.
2.2.9.4 On the right-of-way and track map sheets reference to all station maps should be shown by outlining the limits of station maps and giving the number of the station map sheets.
2.2.9.5 Indexing is within the purview of individual railroads and should be maintained in accordance with stated ICC regulations (See 2.2.2.4).
2.2.10 Title
The title should be placed as near the lower right-hand corner as practicable. The following are generally accepted types of information which may be given therein:
(a) Class
1 . Right-of-way and track map
2. Station map
(b) Corporate name of railway
(c) Name of operating company
(d) Name of railway division or branch line
(e) Beginning and ending survey station numbers on sheet (0 Scale or scales
(g) Date as of which maps represent the lads shown thereon (h) Office from which issued
2.2.11 Certification
A certificate as to the correctness of all maps shall be executed and shall accompany such maps when submitted to the Interstate Commerce Commission.
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2.2.12 Right-of-Way and Track Maps
On these maps the following data should be shown:
2.2.12.1 Boundary lines of ail rights of way, regardless of how acquired. The term "right-of-way" as herein used includes all lands owned or used by the carrier for common carrier purposes. Show width of right-of-way in figures at each end of the sheets and at points where a change of width occurs with station and plus of such points. Where known, boundary lines and dimensions of each separate tract acquired should be shown. A schedule of land acquisitions for the lands embraced on each sheet should be shown giving custodians reference, the name of grantor and of grantee, kind and date of instrument of title. Each separate parcel acquired should be serially numbered on the sheet and the corresponding number shall appear in the schedule reference. Where space is available this schedule should appear on the sheet to which it applies. In terminal locations or complicated situations where space on the sheet is not available, a separate schedule sheet properly referenced should be prepared to contain the information.
The schedule should include leases to the company, franchises, ordinances, grants and all other methods of acquisitions.
2.2.12.2 Boundary lines of detached lands. The term "detached lands" as herein used includes:
(a) Lands owned or used for purposes of a common carrier, but not adjoining or connecting with other lands of the carrier.
(b) Lands owned and not used for purposes of a common carrier, either adjoining or disconnected from other property owned by the carrier.
Show: Boundary lines and dimensions where known, distance and bearing from some point on the boundary line to some established point or permanent land comer where practicable, and separately on the map where the lands are not used for railway carrier purposes.
2.2.12.3 Intersecting property lines of adjacent landowners. Where known, show: The property lines of adjacent landowners, the station and plus of important intersections of property lines with the center line of railway carrier or other railway base line, and the names of owners of the land adjacent to the right-of-way.
2.2.12.4 Intersecting divisional land lines. Where known, show: Section, township, county, state, city, town, village or other governmental lines, with names or designations; the width and names of streets and highways which intersect the right-of-way; and the approximate station and plus at all such points of crossing or intersections with the center line of railway carrier or other railway base line.
2.2.12.5 Division and subdivision of lands beyond the limit of the right-of-way. Where known, show: The section and quarter section lines for a reasonable distance on each side of the center line or base line of railway where the land has been subdivided into townships and sections; such data as to divisions, tracts, streets, alleys, blocks and lots, where the land has been divided in some other way than by sections; the distance from the railway base line to permanent land comers or monuments; and the base line from which the railway's lands were located (center line of first, second, third, or fourth main track or other base line).
2.2.12.6 Alignment and tracks. Show: The center line of each main and sidetrack when such tracks are outside the limits covered by the station maps and the center line of each main track inside station-map limits; the length, in figures, of all sidetracks from point of switch to point of switch, or point of switch to end of track; all other railways, crossed or connecting, and state if crossing is over or under grade, and give name of owner of such tracks; survey station number at even 1 ,000 scale-feet inter\als, and station and plus at points of all main line switches at points of curves and tangents and at beginning and ending points on each sheet; and the degree and central angle of main line curves.
2.2.12.7 Improvements. Show: Important facilities in general outlines and give station and plus thereof.
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2.2.12.8 Topographical features. Where practicable show: Watercourses, highway crossings, etc., give names where known and when highway crossings are over or under grade, so state.
2.2.13 Station Maps
The purpose of the large scale station maps is to permit the showing of improvements in more detail than is practicable on the right-of-way and track map. Where the station property to be mapped is extensive and complicated, it should be delineated on two separate maps and should show the following:
(a) All data relating to ownership of lands
(b) Tracks and structures and external land boundaries.
Where practicable, without sacrificing the clearness of the map, the two may be combined into one map. Show all information set forth under items 2.2 thru 2.2. 12, when inside of station-map limits. Tracks should be represented on station maps either by center lines or by rail lines.
2.3 DIGITAL MAPPING
2.3.1 Overview
2.3.1.1 Digital maps and automated cartographic information is generally formatted as either vector or grid data. Vector data describes area information as polygons and linear features as line segments. Grid data partitions land into a mathematical framework with locations specified by row and column numbers. The usual method of data collection from maps or similar source documents is by manually following the map feature lines on a digitizer table. Another approach to automate cartographic data acquisition is through use of scanning devices with either single-element detector or linear array.
2.3.1.2 Storage of enormous amounts of digital map data requires an organized system for access and retrieval. A powerful interactive system is the primary working tool for digital data storage and manipulation. The software and hardware should work together to:
(a) Create digital map data bases
(b) Edit digital map data bases
(c) Merge and manipulate digital map data
(d) Selectively retrieve map detail levels either in graphic or textual/alpha- numeric form
(e) Produce reports and data tapes.
2.3.1.3 Cartographic data should be entered and stored within the system in multiple detail layers/ levels. The hardware and software should be powerful and extensive enough to support multiple layer/level scenarios. Each level of map data is stored on its own layer in conjunction with other like elements. This allows the retrieval of any number of desired combinations of levels. Each data layer/level should be digitized or scanned from all available original source maps. Special attention should be given to parcel "slivers" or information gaps.
2.3.1.4 Finally, appropriate indices for maps and attribute data files should be established for each data base. A "key" or index map or equivalent should be developed to serve as a cartographic directory to all map sheets. Where appropriate or as may be required, alphanumeric "cross-key" and sequential systems should be utilized for cartographic levels and corresponding attribute data as applicable.
2.3.2 Layer/Level Concept
Development of cartographic data base structures call for each level of map information to be stored in its own layer (level) in conjunction with similar data elements. Useof a number of different levels or layers is essential in order to provide the Hexibility needed to meet the different requirements for varied user purposes. Information can be separated digitally into a maximum number of data levels which will permit efficient updating and precision plotting onto a single composited base map sheet using data
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levels as may be required. In order to lulfill various user needs and provide a flexible analytical tool and data, the following serves only as suggested layer/level designations:
(a) Coordinate Reference Network Systems: Geodetic control and/or local state plane coordinate systems
(b) Topographic Detail: Contouring, foliage, water systems and wetlands
(c) Planimetric Details: Transportation systems, roads, building "footprints", other man-made features
(d) Cadastral Detail: Property boundary lines
(e) Leased Properties: Where railroad is lessor
(f) Tenant Properties: Where railroad is lessee
(g) Occupancies: Licenses between railroad and others (h) Zoning/Land Use/Taxing and Assessment Data
(i) Deed and Conveyance, Rights/Interests Detail (j) Railroad Valuation Map Detail
Additions or deletions of layers/levels can be made to accomodate individual business requirements.
2.3.3 Coordinate Network
Geodetic control and state plane coordinates systems should comprise a separate level within the data base and should be utilized as the primary means for expressing and determining locations in continuous space so that shifts in parcel and feature positioning may be accurately adjusted, manipulated or analyzed (land parcels will be referenced spatially to man-made features). The accurate mapping of topographic, planimetric and cadastral and other land features requires a system of survey and cartographic controls which consists of a framework of points whose horizontal and vertical positions have been established and to which map details are adjusted and against which such details can be verified.
2.3.4 Topographic Detail
A separate layer/level depicting topography need only be included for those railway carriers requiring this detail for specific uses. In such cases, contour intervals should be selected in conjunction with map scale, terrain relief and elevation data needs. Horizontal accuracy standards for large scale maps specify that 909c of points tested should be plotted with I /30th inch of true position. Vertical accuracy standards specify that 907c of points tested should he shown in elevation within one half of contour intervals used on map.
2.3.5 Planimetric Detail
A separate layer/level should be established to delineate select culture detail and man-made ground features. These features include, but are not limited to, building "footprints', bridges, track, fences, catenaries, transmission lines, highways, and other structures and improvoinents. Planimetric details should be tied to coordinated points which are referenced to a horizontal and/ or geodetic control network. The planimetric detail thus becomes a high accurate layer/level for precision position determinations, allowing for the employment of grid oriented mapping techniques (see 2.2.12.6 and 2.2.12.7).
2.3.6 Cadastral Detail
The cadastral detail layer or level depicts spatial positioning of property boundary lines in relation to other features shown on the planimetric layer/level and as related to the coordinate network level. This level should provide for a timely, complete and available inventory of all existing land parcels. Cadastral (or property) boundaries should be viewed as lines which connect points having unique identities and records, and through which these boundaries can be physically located on the ground. Those boundaries can be expressed by points or corners, and straight or curvilinear lines (See 2.2.12.1 thru 2.2. 12.5). Each parcel of land depicted on the cadastral level should have a unique identifier for correlation to attribute records. These unique parcel identiliers should provide the means by which to
Proposed Manual Changes 159
"link" the parcel to attribute data containing information about land ownership, use, value, area and so forth. Parcel identifiers can be developed or expressed in terms of t)ne or a combination of the following:
(a) Abstract Identifier: tract index based on a sequential numbering system.
(b) Name Related Identifier: identifier for individuals or legal entities having an interest in a parcel of land.
(c) Alphanumeric Identifier: random letters and numbers identifier.
(d) Location Identifers:
1. Hierarchical - based on graded series of political units such as federal, state, county, city, town, ward, precinct, etc.)
2. Coordinate - relates parcel to reference grids, either through the use of geodetically derived latitudes and longitudes, or through the use of arbitrary or state plane coordinate systems.
3. Hybrid - any combination of location identifiers.
2.3.7 Lease Properties
Lands leased to individuals or other entities should be delineated on a separate layer/level. Leased parcels should be correlated to the planimetric and cadastral levels for the purpose of ascribing accurate representations of affective properties. Metes and bounds (bearing and distance) descriptions devised for the leased areas should be registered to the coordinate network. Attribute data should be tied to cartographic representations through the use of unique parcel identifiers (See 2.2.12. 1 thru 2.2.12.5).
2.3.8 Tenant Properties
Lands leased by the railroad from individuals or other entities should be delineated on a separate layer/level. Tenant properties should be correlated to the planimetric and cadastral levels in order to ascribe accurate representations of affected parcels. Property boundary line descriptions (metes and bounds) should be registered to the coordinate network. Attribute data should be linked through use of unique parcel identifiers to cartographic representations of tenant properties (See 2.2.12.1 thru 2.2.12.5).
2.3.9 Occupancies
Occupancies include pipe and wire, sidetrack, crossing and similar license agreements affecting railway carrier properties and rights-of-way. Precise positioning of occupancies in relation to railroad facilities is a mandatory record keeping need. Consequently, these occupancies should be delineated on a separate layer/level correlated to cadastral and planimetric levels in order to develop accurate representations. All descriptions and locations should be registered to the coordinate network. Applicable attribute data should be linked through the use of unique parcel identifiers to cartographic representations of occupanies. Occupancies should be complctcK and accuratch delineated and inventoried to satisfy individual railway requirements, as well as public ami salct\ needs.
2.3.10 Zoning/Land Use/Taxation and Assessment Detail
Assessment, land use, and zoning details can be developed as a separate cartographic level (with accompanying attribute details) or encompassed within the cadastral level's attribute file (See 2.2.2.4 and 2.2.12.1 thru 2.2.12.5). If shown as a separate cartographic level, assessment, land use. and zoning details should be shown as special or colored boundary lines to differentiate between varying classifications. Assessment parcels should be shown for railroads, whereas land use and zoning details should I>e delineated for both railway carriers and adjacent properties. Assessment, land use, and zoning cartographic details are retained at the discretion of the railway carrier based on individual business requirements.
2.3.11 Deed and conveyance, Rights/Interests Detail
A separate level/layer can be established for deed and conveyance, and rights and interests with pertinent attribute files. This level should show inconveyances (parcel/land acquisitions),
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outconveyances (land sales), property interests, and other rights (aerial, surface, subsurface and operating). This level should sequentially depict deed, easement and other legal descriptions. These descriptions should be correlated to cadastral and planimetric levels in order to ensure accurate representations and should be registered to the coordinate network. Applicable attribute data in terms of title histories, execution and recording information, agreements and similar data or documentation should be linked through the use of unique parcel identifiers to cartographic representations (See 2.2.12.1 thru 2.2.12.5).
2.3.12 Railroad Valution Detail
Unless incorporated within the planimetric detail level (2.3.5) or on a text level (2.3.13) separate level for valuation map detail should be developed to include the centerline of mainline and side track and the length of side tracks. Length of side track measurements should be shown from point of switch to point of switch, or point of switch to end of track. Additionally, survey stations should be shown at even 1000 foot intervals as follows: for station and plus designations at points of all main switches; at all crossing and bridges; at all structures and buildings; at point of curvature and tangency; and at beginning and end points (match or seam lines) on each sheet.
2.3.13 Lettering
Unless shown on each individual detail level, lettering should be shown on a separate level. Attention must be given to alignment, spacing, size, style, form, and locating for all lettering appearing on all map detail levels.
2.4 LAND INFORMATION
2.4.1 Overview
2.4.1.1 Effective land management and digital mapping encompasses a broad range of activity revolving around land resource assessment, planning, and regulation processes. Detailed land data on an individual parcel basis is required for day-to-day of)erations and the adminstration of buildings and lands.
2.4.1.2 Comprehensive data base development requires the gathering and processing of vast amounts of information from numerous internal and external sources. This information is used to locate and identify parcels, describe land and structures erected on it, and meet specific system user needs. Data collection and structure development should address the organization's broad based purposes including comprehensive real property or right-of-way inventorying, accurate parcel valuation, equitable real estate assessment, and maximum utilization of land. Each data base should be individually structured to accomodate railway carrier business requirements. Attribute data should be linked to cartographic elements through the use of unique parcel identifiers. This will provide a continuously updated comprehensive record of land at the parcel level.
2.4.2 Planimetric Details
2.4.2.1 Attribute data files relative to planimetric details includes information concerning tracks, buildings, structures (bridges, viaducts, etc.), electrical, communications and signal transmission networks and other physical man-made features. Attribute data for planimetric details are defined in terms of size, shaf)e, design characteristics, construction materials and quality, and age and condition as follows:
(a) Size is identified in terms of total area, volume, height, leasable space and/or clear span.
(b) Shape is described in terms ofa ratio ofarea to perimeter and number of comers or by matching shape or perimeter with a generalized pattern (rectangular, L shaped, G shaped or H shaf)ed).
(c) Design characteristics describe intended or designed use, arrangement and type planimetric detail and period of construction.
(d) Construction materials include those elements used in the construction of foundations, frames, floors, walls, roofs and other structural features.
F*roposed Manual Changes 161
(e) Construction quality refers to the composite characteristics of construction. This encompasses
the cumulative effects of workmanship, costliness of materials, individuality of design, and
specific costs of structures. (0 Age and condition, the effects of wear and tear either in chronological age or "effective age"
(adjusted for condition and remodeling) and the remaining economic life can be a part of the
attribute file for a specific planimetric detail.
2.4.2.2 Additionally, the value of planimetric details can be encompassed within the attribute data files. Attribute data should either be "attached" to each planimetric feature depicted on the map or developed in conjunction with the creation of a planimetric symbol. Planimetric attributes can be included within the cadastral detail attribute data files.
2.4.3 Cadastral
2.4.3.1 The cadastral attribute data file is composed of demographic information concerning the location, shape and dimensioning of real property holdings. This should include, but is not limited to, area (square footage/acreage), ownership names, premise address, map/parcel identifiers, applicable file numbers, grantor/grantee data (optional), mile posting/val stationing, valuation and assessment data, date of acquisition, ownership type, zoning, and land use.
2.4.3.2 The cadastral attribute data files should provide a complete and available inventory of all existing land parcels encompassing a distinct division between operating and non-operating properties. Parcel sizes should be recorded including dimensions (lot frontage and depth), total land area versus useable land area, setbacks, shape, and topographic soil characteristics. Land uses and improvement data should also be included.
2.4.3.3 Additionally, the cadastral attribute data file should encompass locational and neighborhood characteristics. Locational characteristics are external to land parcels and involve view, presence of nuisance, and distance to services (communications, utilities, water, etc.). Neighborhood characteristics are elements such as physical barriers, geo-political boundaries and cultural aspects.
2.4.3.4 The cadastral attribute file should be "attached" to a unique identifier (coordinate or other) as depicted on the corresponding railroad map.
2.4.4 Lease and Tenant Properties
Lease and tenant property attribute data files should be handled in the same manner a cadastral attribute data. However, in addition to general information (location, size, shape, value, etc. ), detailed data concerning the area of lease, term of lease, date executed, leasee, amount of lease, payment schedule , incremental lease costs and other lease or tenant data variables should be included .Such data elements or files should be "attached" to the appropriate map through use of a unique identifier (account number, coordinate point, etc.).
2.4.5 Occupancies
2.4.5.1 Occupancy attributes files (pipe, wire, sidetrack, crossing, or similar license agreements) should be developed like those for cadastral and lease and tenant level details. In addition to the data elements normally depicted in the cadastral and lease and tenant files, occupancy attribute files should include the type of occupancy (pipe, wire, sidetrack, crossing, etc.), the term of license and exact location.
2.4.5.2 A description of the license should also be included within the attribute data file. This description should encompass area and linear measurements as follows: if a wire crossing - the length, number of poles, conduit type and type of transmission (communications, electrical, etc.); if pipe - type, size, length, pressurized/non-pressurized; if sidetrack and other types of area - data relative to specific nature or type of license. The occupancy attribute data file should be attached to the map through an identifier.
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2.4.6 Zoning, Land Use, Taxation/ Assessment Detail
A separate attribute data file can be created for each affected property and should detail zoning, land use, taxation/assessment information. Zoning data should be retained to determine whether land can be developed and how property can be used. A record should be retained of planning actions, zoning changes, the impact of master plans on affected and adjacent properties, and urban renewal or redevelopment requirements. Land use data should include land use codes, business licensing history, evaluations of proposed development, and site selections of proposed developments. Taxation and assessment information is necessary to support financial assistance requests and will aid in the administration of equitable real property taxation and assessment.
The data recorded with this attribute file should contain site and improvement characteristics, factors and methods used in appraising or valuating properties, cultural and environmental conditions and marketing data (sale prices and terms, rental revenues, operating expenses, building costs and valuation models). Zoning, land use and taxation/assessment information can be included as part of the cadastral attribute data file.
If maintained as a separate data file, the zoning, land use and taxation/assessment attribute file should be linked to the appropriate map level detail through use of a unique identifier.
2.4.7 Deed and Conveyance Information
A separate detailed attribute data file should be developed for each map. Information contained in this file should include title and transfer information, identification and nature of property interests (simple, fee simple, aerial, subsurface or surface), type of transfer (deed, land contracts, condemnation, wills, etc.) and terms of sales and/or transfers. Also, information concerning recordation, execution, railroad recordation, and the purpose of the transfer should be included. This attribute data file should be linked to the appropriate map level through use of an applicable identifier.
2.4.8 Data Base Development
Relationships between data elements should be identified for system design, implementation and maintenance and for the coordination of related user requirements with data element definitions. System analysis begins with interviews with user groups to determine functional responsibilities, informational needs, analytical/decision making processes and the availability and condition of existing data sources. A concept of system design (what the system should or will be) should be created to support a decision for either internal or external system development. In implementing the system, consideration must be given to making sure that it performs in the manner in which it was designed.
2.4.9 Symbology Speciflcations
2.4.9.1 Symbology specifications include line construction specifications, symbol construction criteria and the identification of detailed instructions coded into the symbol file. These instructions result in an appropriate graphic image display on the graphic CRT (cathode ray tube) and in accurate plottings of the graphic element.
2.4.9.2 Symbols representing items for current source documents shouiii he:
(a) Evaluated to provide information concerning the quantil) and conditions surrounding the use of individual symbols.
(b) Analyzed to determine whether elements can be consolidated into a common representation, eliminated if not of value, created if required and not currentK existing, or displayed or depicted with a more appropriate representation.
2.4.9.3 Uniform symbology permits the railway carrier lo clTicienti\ maintain each data base.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 3 Taxes
1988
3.1 INTRODUCTION
3.1.1 The subject of Taxes is very large and complex. Many of the rules guiding tax submissions are interpreted in differing ways by different railroads. Therefore all allusions to methods and practices must be extremely general in nature and liberal in interpretation.
3.1.2 This submission will deal with the following topics: Federal Income Tax, State Income Tax, Investment Tax Credit, Property Tax and Sales-Use Tax.
3.2 FEDERAL INCOME TAX
3.2.1 The investment records accumulated for ICC purposes may on some roads also be used for ICC purposes.
3.2.1.1. Some differences between ICC and IRS values might occur when recapitalizing as.sets at depreciated values where ICC and IRS depreciation rates differ. When a building is leased its use has changed from operating purposes to income producing purposes; it should then be retired from railroad operating accounts and recapitalized at is depreciated ledger value in non operating accounts. Since depreciation rates differ lor ICC and IRS purposes the recapitalized values will be different.
3.2.1.2 Other differences occur when applying differing rules for capitalization. For example, second hand rail is capitalized at some fraction of the cost of new rail for ICC purposes, yet for IRS purposes second hand rail has zero basis. Many differences occur in the capitalization of labor and material overhead costs.
3.2.2 Historical cost on an IRS basis may be maintained in the ICC format or on an entirely different format depending on that particular road's data compatibility.
3.2.3 Regardless of the method a road chooses, the format must contain capitalized costs separated by year or group of years of installation and by method of depreciation.
3.2.4 Generally the IRS depreciation groupings of roadway property are as follows:
3.2.4.1 Original 1942 Submission
This provision applies to investment cost on assets placed in service lrt)m 1942 through 1955.
3.2.4.2 Section 94 (Technical Correction as of 1956)
This provision applies to investment cost on assets placed in service prior to 1962.
3.2.4.3 Guideline Depreciation
This provision applies to computing depreciation of investment cost of assets placed in service from 1962 through 1970. Depreciation was computed over a guideline life using either straight line, sum-of-the-years digits or declining balance method of depreciation. Open-end investment accounts were used until 1964; thereafter, vintage year costs were required, hnestment costs v\erc collected in Asset Guideline Class groupings.
A bridge placed in service in 196.^ would be depreciated over a .^0 year class life using S'L, SYDor DB method.
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164 Bulletin 714 — American Railway Engineering Association
3.2.4.4 Class Life System (effective 1-1-71)
This provision applies to computing depreciation of investment cost of assets placed in service prior to 1971 . Depreciation is computed over a class life (Asset Guideline Period) using either straight line, sum-of-the- years digits or declining balance method of depreciation. Open-end investment accounts were used until 1964; thereafter, vintage year costs were required. Investment costs were collected in Asset Guideline Class groupings.
A bridge placed in service in 1945 would be depreciated under provision of the Original 1942 Submission. It was depreciated over a self determined economic life on a straight line depreciation basis until 1970. Starting in 1971 this bridge was depreciated on a straight line basis using an Asset Guideline Class group life that was standard for all railroads.
3.2.4.5 Class Life Asset Depreciation Range System (ADR)
This provision applies to investment costs on assets placed in service from 1971 through 1980. Vintage year costs are required with retirements deferred until assets are fully depreciated. Depreciation is computed over a life selected from a range of years using either the straight-line (SL). sum-of-the-years-digits (SYD), or declining balance (DB) methods of depreciation.
A bridge placed in service in 1972 was depreciated under provisions of ADR using a class 40.2 life ranging from 24 to 33 years (at the discretion of the railroad). Either SL, SYD, or DB depreciation methods were available for use.
3.2.4.6 Accelerated Cost Recovery System (ACRS)
3.2.4.6.1 This provision applies to investment costs on assets placed in service from 1981 thru 1986. ACRS combines all investment costs into four basic railroad groups that supersede Asset Guideline Classes:
(a) Group 1 is three year recovery property consisting of autos, light duty trucks and tractors.
(b) Group 2 is ten year recovery property containing railroad tank cars and mobile homes.
(c) Group 3 is 15, 18 or 19 year recovery property consisting of all real property such as buildings.
(d) Group 4 is five year recovery property that includes track structure and all remaining prop)erty including signals, communications, freight cars, and locomotives.
3.2.4.6.2 ACRS property is depreciated at a fixed, accelerated percentage for each elapsed year for each group. Recovery percentages are designed to approximate the effect of the use of the 1509^ declining balance method with a later-year switch to straight line recovery. Straight line depreciation over specified periods may be elected by the taxpayer.
A bridge placed in service in 1982 is depreciated over a five year period at the following rates:
|
First year |
15% |
|
Second year |
22% |
|
Third year |
21% |
|
Fourth year |
21% |
|
Fifth year |
21% |
3.2.4.7 The Tax Reform Act of 1986
3.2.4.7.1 This act modified the Accelerated Cost Recovery System (known by the acronym MACRS) for property placed in service after December 31 , 1986, by changing the way assets are classified and depreciation computed. Generally, asset classification is based on the asset depreciation range (ADR) class lives. For railroads, the major portion of their assets fall into the 7 year property class, which would include railroad cars, locomotives and track structure expenditures. Depreciation is generally computed using the 200% declining balance method with a switch to the straight line method. The 200% declining balance method with a switch to the straight line method is used for the 3, 5. 7. and 10 year classes. The 150% declining balance method with a switch to the straight line method is used for the 15 and 20 year classes and only the straight line method is used for the 27.5 and 31 .5 year classes of real property.
Proposed Manual Changes 165
3.2.4.7.2 A bridge placed in service in 1987 is depreciated over 20 years at the following rates starting with the first year: 3.75%, 7.22%, 6.68%, 6. 18%, 5.71%, 5.28%, 4.89%, 4.52%, 4.46% for the next 12 years and 2.25% for the last year. Note the first and last year includes the half year depreciation.
3.2.4.7.3 Assets are assigned the following classes:
(a) 3 year property (ADR mid-point class life of 4 years or less) includes truck-tractors.
(b) 5 year property (ADR mid-point class life of 5 - 9 years) includes autos, trucks, trailers, computers and office machines.
(c) 7 year property (ADR mid-point class life of 10 - 15 years) includes locomotives, freight cars, track structuie, signals, communications, and roadway machines.
(d) 10 year property (ADR mid-point class life of 16 - 19 years) does not generally apply to railroads.
(e) 15 year property (ADR mid-point class life of 20 - 24 years) includes wharves and docks. (0 20 year property (ADR mid-point class life of 25 or more but not section 1 250 real property)
includes bridges, roadway and shop buildings, and TOFC terminal facilities, (g) 27.6 year property is section 1250 residential real property; does not generally apply to
railroads, (h) 31.5 year property is for non-residential, section 1250 real property that includes office
buildings and income producing (non operating) property.
3.2.4.7.4 Election may be made to claim depreciation on the straight line depreciation method over the recovery period or the ADR mid-point period (if the Alternative Depreciation System is elected).
3.2.5 Generally, values used in IRS submissions are derived from either of two sources:
(a) The first method accumulates cost directly from a road's current year accounting system to update accumulated running totals. This method frequently requires adjustments for actual values derived thru finalization of Completion Report used for IRS audit purposes.
(b) The second method combines BV 588 costs (financially complete data) with open AFE totals.
3.2.6 Gains and Losses
Gains and losses must be calculated for casualties, sales, or other abnormal dispositions of assets acquired prior to 1 98 1. Gains and losses must calculated on all retirements of assets acquired subsequent to 198 1 (except track structure on which a mass asset election was made). This calculation compares the tax depreciated values to the proceeds from disposition. For track structure on which a mass asset election was made, all proceeds are reported as ordinary income.
3.2.7 Retention of Documents
Records that establish the tax basis should be kept permanently. Other tax related records should be maintained at least until IRS audit is completed.
3.3 STATE INCOME TAX
3.3.1 Values provided for state income tax purposes generally follow federal guidelines. One notable exception is the requirement by some states for railroads to continue to report costs on a retirement - replacement - betterment (RRB) accounting basis even after the change in Federal law in 1981. In addition some states have adopted Federal ACRS rules, but with different effective dates for state purposes.
3.3.2 Each state provides its own income allocation factors to apportion the railroads total income to that particular state.
3.4 INVESTMENT TAX CREDIT (ITC)
3.4.1 ITC was enacted by the Revenue Tax Act of 1962, to provide tax relief for taxpayers with substantial capital investments. It was temporarily suspended on October 10, 1966 and reinstated on March 10, 1967. It was repealed on April 18, 1969, restored on April 1 , 1971 , and again repealed, for
166 Bulletin 714 — American Railway Engineering Association
property placed in service after December 31, 1985 (except for property qualifying under transition rules).
3.4.2 Non track investment costs have been readily identified and reported for ITC purposes. However, due to the unique qualities of RRB Accounting, track costs have posed a greater challenge. RRB accounting has not been permitted for Tax accounting purposes since December 31, 1980.
3.4.2.1 Some track replacement costs, for the years prior to 1981, that were reported as operating expense under RRB accounting rules qualify for ITC as follows:
(a) Installations and not repairs (maintenance).
(b) Costs of removing facilities that are replaced are excluded. Some roads identify removal costs from direct field reporting, other roads use a percentage of reported replacement labor.
(c) Derailment or other casualty costs in excess of $50,000.
(d) Beginning in 1981, all capital projects and generally the former RRB replacement costs are depreciated for tax, including the track investment at December 30, 1980.
3.4.2.2 Property that qualified for ITC is required to remain in service for its assigned ITC life. Early dispositions must be reported for recomputation and recapture of ITC unless a Mass Asset Election is made. The Tax Reform Act of 1986 repealed ITC. Assigned ITC lives were 3, 5 or 7 years prior to 1981 and 3 or 5 years from 1981 through 1986.
3.4.2.3 Legislation passed in 1981 allowed roads to sell ITC and depreciation benefits. In 1983 sales were limited to 45% of investment base property.
3.5 PROPERTY TAX (AD VALOREM)
3.5.1 Reporting
3.5.1.1 All railroads are required by specific state laws, and under the threat of penalty, to file sworn tax reports which include a report enumerating all physical property, owned or used, to the appropriate state agency (e.g. State Board of Equalization in California, State Tax Commission in Utah, etc.). These reports vary in complexity from California where the report (Tangible Property List) is entirely computerized and includes a listing of all land, improvements, personal property and continuous property (track), to Nevada, where operating property is merely reported in track mileage.
3.5.1.2 These reports generally designate the property as operating or non-operating and indicate its placement within taxing district. In most states, the description of the land is by map and parcel numbers that refer to specific tax maps. These maps are submitted with the report in order to more clearly describe and locate the property with respect to established maps of record within each county of the state. In California a new map is submitted each tax year to supplement or replace the existing map only when a sale of previously reported property occurs, new property is acquired, or change in a taxing district causes a Parcel to be split between two different tax rate areas.
3.5.2 Assessment
3.5.2.1 Operating Property
The assessment of operating property for the railroads is on a unitary basis. A unit is defined as all property used for transportation purposes. Each state determines the value of this unit based on the railroad's entire system, then allocates a proportion of that value to that state, that state value is then apportioned to each county within that state. Any one of three "value indicators" are used by each state, in determining the unitary value. In most states the income approach is given priority. The Value Indicators are:
(a) Capitalized Earnings (Present Value of Future Income)
(b) Stock and Debt Indicator or Market Indicator
(c) Cost Indicator which could be based on either replacement
or historical asset costs.
Proposed Manual Changes 167
3.5.2.2 Non-Operating Property
Non-operating railroad property is assessed or valued separately from the operating unit. While in most states the operating unit is assessed at the state level, frequently the non-operating property is assessed locally. In most states the assessment is on situs basis where market value is the standard.
3.6 SALES AND USE TAX
3.6.1 Most states in which the railroads operate impose a sales and/or use tax. Generally, the sales tax is imposed upon retailers for the privilege of selling tangible personal property at retail. Although the tax is not levied directly on the consumer, it is ordinarily passed on to the consumer. The use tax enacted as a compliment to the sales tax, is imposed upon the storage, use or other consumption in a state of tangible personal property purchased from a retailer without being subjected to the sales tax.
3.6.2 In addition some of the states provide various exemptions from the sales and use tax for acquisition of certain railroad assets and all states are prohibited by federal law from imposing such taxes directly on interstate commerce.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 4 Planning, Budgeting And Control
4.1 INTRODUCTION
4.1.1 In part 4 of this chapter, the planning and control process will be outlined . starting with the setting of corporate goals that deal with strategic issues and ending with the more specific long term plan and the quite specific annual budget. There will be discussion of the interrelationship of the various planning function, examples of common issues to be addressed, and suggestions of how railroad planning can be organized and accomplished.
4.1.2 The budgeting process, including the preparation of annual capital and maintenance budgets, selection of capital projects, authorization process, accounting for expenditures, and cost control for the projects, will be covered in detail. Lastly, a brief synopsis of the setting up of a permanent data base for the capturing of all details. Examples will be given for each part of the budgeting and control process as a guide for recommended practice.
4.2 STRATEGIC PLANNING 4.2.1 Corporate
4.2.1.1 Objective
The objective of corporate level strategic planning is to provide the Board of Directors and Management with a plan for the best utilization of corporate assets with a maximum return on investments consistent with safety, legal requirements, and maximum service standards.
4.2.1.2 Functions
The functions performed by the corporate level strategic planning group are:
(a) Analysis and evaluation of major trends and events impacting the railroad industry and the specific company.
(b) Provide senior management with strategic assessments of issues, options, and timing of specific corporate opportunities or potential danger areas, with a plan of positive or remedial actions as appropriate. Coordinate interdepartmental responses and communicate corporate positions and arguments.
(c) Evaluation of specific purchase, sale, or merger opportunities; assess the overall marketing, financial, and operational benefits; and make recommendations as to suggested courses of action.
(d) Develop long term corporate goals for review and approval of senior management and the Board of Directors.
(e) Monitor on an ongoing basis changes in the transportation industry structure and prepare reports for management and the Board of Directors as to the competitive implication for the company and its long term goals.
4.2.1.3 Organization
4.2.1.3.1 The Corporate Planning Group should report to the Chief Executive Officer or to a nonaligned corporate officer to provide impartial analysis and judgements across departmental lines. Staff should include personnel with varying backgrounds and areas of expertise.
168
Proposed Manual Changes 169
4.2.1.3.2 The work of the Corporate Planning Group can be productively divided into the following separate responsibilities:
(a) Asset diversification outside the transportation industry
(b) Non-railroad asset diversification within the transportation industry: barge lines, trucking lines, steamship companies, airlines, warehousing, commodity storage, and ports.
(c) Railroad acquisitions and mergers
(d) Marketing issues-strategies and- long-term planning
(e) Financial issues-strategies and long-term planning (0 Operational issues-strategies and long-term planning (g) Engineering issues-strategies and long-term planning
4.2.1.3.3 Departmental size probably should be limited and analysis of issues might best be accomplished on a task force basis utilizing key people from the Strategic Planning group and augmented by personnel from other affected departments.
4.2.1.4 Implementation
Implementation of strategic initiatives will requires use of special corporate planning techniques and effective coordination of several departments and/or companies.
4.2.2 Marketing
4.2.2.1 Objective
The object of marketing related strategic planning is to offer strategies to enhance the company's competitive position.
4.2.2.2 Functions
The functions performed by the marketing strategic planning groups are:
(a) Evaluate the market, including area served, size and nature of business, growth potential, vulnerability, and opportunity.
(b) Analyze the company's lines of business, evaluate each vs. all types of competition, and estimate the potential of each in the future.
(c) Develop a history of the company's shipper base, and determine those .secured by access, service, freight, rates, equipment, special contracts, or for other reasons.
(d) Evaluate current and potential industrial development.
(e) Assess the areas of greatest competitive concern and greatest opportunity.
4.2.2.3 Implementation
Implementation of marketing oriented planning involves use of marketing planning techniques and coordination of one or more of the following departments:
(a) Sales
(b) Shipper relations
(c) Economic forecasting
(d) Industrial development
(e) Contracts
(f) Pricing
4.2.3 Engineering
4.2.3.1 Objective
The objective of engineering related strategic planning is to determine physical strengths and weaknesses in the property as they relate to future opportunities and develop a plan for correction and improvement.
170 Bulletin 714 — American Railway Engineering Association
4.2.3.2 Functions
The functions performed by the engineering strategic planning group are:
(a) Develop long-term route plan based on Marketing strategies. Plan should include a core route structure, light density line abandonments, multiple track rationalization, and associated yards, shops, and other infrastructures. In preparation of the plan consideration must be given to clearance requirements, bridge and track replacement/abandonment strategies and yard and shop expansion/consolidations/modemization and closings.
(b) Prepare criteria and establish long-term capital replacement and acquisition goals for track and structures, taking into consideration, service life expectancies, safety criteria, environmental requirements and return on investment.
(c) Develop long-term maintenance goals based on service requirements, taking into consideration, track standards for required speeds/tonnage, safety criteria, environmental requirements and productivity standards. Goals should be based on minimizing cost while meeting service requirements.
4.2.3.3 Implementation
Implementation involves use of engineering planning techniques and coordination of departments having responsibility for track, structures, signals, communications and roadway equipment.
4.2.4 Financial
4.2.4.1 Objective
The objective of financial strategic planning is to provide a financial plan for the future viability of the company and the specific actions necessary to accomplish the corporate objectives.
4.2.4.2 Functions
The functions performed by the financial strategic planning group are:
(a) Develop an overall long-term financial strategy including investment opportunities, divestitures, cash management, dividend policy, capital structure, and earnings requirements.
(b) Establish long-term goals by which all financial planning can be measured - both corporate and departmental. Applicable areas might include; cash flow, income and expense, capital programs, acquisitions and sales, debt and equity financing, earnings per share, return on capital investment and cost reduction.
(c) Monitor Corporate programs and investments against long-term financial goals.
4.2.4.3 Implementation
Implementation involves use of financial planning techniques and coordination of the Accounting, Treasury, Tax, and Insurance departments.
4.3 LONG-TERM PLANNING
4.3.1 Purpose
The purpose of long-term planning is to develop a long-term plan that meets strategic corporate goals.
4.3.2 Scope
The scope of the plan should include all expenditures (capital and expenses) related to improvement, construction, and maintenance of property and equipment.
4.3.3 Objectives
The objectives of preparing a long-term plan are to:
(a) Ensure that departmental objectives are synchronized with coq-iorate goals (See section on Strategic Planning).
(b) Provide a first year plan which can serve as the basis for the next annual budget. (See section on Annual Budget).
Proposed Manual Changes 171
(c) Provide a road map showing the most economical way to reach company's goals.
(d) Encourage innovation and new ideas based on sound eci)nomical premises. Time horizon should be from 3 to 5 years in duration. While reflecting projected expenditures lor each year, the plan should focus on the entire period rather than on individual years.
4.3.4 Inventory of Property and Equipment
4.3.4.1 The first step in developing a plan is the detailed knowledge of the following information about the company's facilities and equipment:
(a) Their condition
(b) Remaining economic life
(c) Continued long term need for these assets
(d) Current value
(e) Adhere to prior years long term requirements in order to determine if any portions have been deferred
4.3.5 Departmental Responsibilities
The responsibilities of the departments involved are as follows:
4.3.5.1 Project Sponsoring Departments
(a) Develop inventory and requirements for facilities and equipment in which they are responsible.
(b) Submit projects for consideration.
4.3.5.2 Engineering/Mechanical Department
(a) Develop simple costing methodologies for construction/equipment repair projects; ensuring consistent costing of projects
(b) Ensure consistency with overall strategic plan
4.3.5.3 Finance Department
(a) Coordination of total operations plan
(b) Develop overall program timetable
(c) Final review of projects so all can be considered on equitable terms
(d) In conjunction with profit and loss and cash projections, determine available funding levels
(e) Develop financing (external/internal) plan for proposed expenditures
(f) Develop inflation rates for expenditures
(g) Develop format for project submission to ensure all required data is included.
4.3.6 Project Submissions
4.3.6.1 While specific details are not warranted since it is a long term plan and subject to many changes, project submissions should include the following:
(a) Description of project and its effect on current operations
(b) Cost of project (both investment and recurring)
(c) General benefits, if any
4.3.6.2 Projects should be submitted in one ot the following categories:
(a) Programs (track rehabilitation, bridges, etc.)
(b) Individual major projects (over $1 million)
(c) All other based on historical spending (smaller projects in which tletails are unknown)
4.3.6.3 Projects should be classified as either o\ the following:
(a) Return on Investment (ROD
(b) Mandatory (safety, environmental, etc.)
(c) Operating Necessity
(d) Replacement
(e) Discretionary
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4.3.7 Comparison With Former Plans
4.3.7.1 It will be useful to compare previous year plans with current one to determine if they are consistent and to highlight any major variances in spending levels in program/projects.
4.3.7.2 After the final annual budget (see Section 4.4) is approved, a comparison should be made with the first year of the plan to highlight any major variances in spending levels by program; projects.
4.4 ANNUAL BUDGET
4.4.1 Purpose
The purpose of preparing an annual budget is to provide a quantitative expression of a plan of action and an aid to coordination and implementation. The annual budget should be formulated for the all Engineering functions which pyramid to the top operating officer.
4.4.2 Scope
The scope of the annual budget should include all expenditures (capital and expanse) related to the improvement, construction, and maintenance of property and equipment.
4.4.3 Objectives
The objectives to be achieved by preparation of an annual budget are:
(a) Ensure, a correct and quantitative assessment of the annual operating plan (initial year of long term plan) of the Engineering Department's objectives.
(b) Breakdown the annual plan into specific controllable sub-units (ie: tie programs, rail programs, curve programs, surfacing programs, etc.)
(c) Integrate both the operating and capital spending plans in order that all issues be culminated into one Engineering master budget.
(d) Provide the basis for carrying out a variety of functions such as planning, evaluating, performance, coordinating activities, implementing plans, communicating, monitoring, and authorizing actions.
4.4.4 Development of the Maintenance of Way Capital Budget
4.4.4.1 Tie Program
4.4.4.1.1 The designated individual ( Roadmaster, Assistant Division Engineer, etc . ) should review his assigned territory for needed maintenance and submit the appropriate reports to the Division Engineer with recommendations and assigned priorities.
4.4.4.1.2 The Division Engineer should review the submitted reports and makes inspections at key locations. He will summarize the annual program for the District or Regional Engineer with his recommendations and assign projects in priority order.
4.4.4. 1.3 The District or Regional Engineer will review the summarv reports from Division Engineers and make physical inspections with Division Engineers. He will then submit the annual program to Chief Engineer for his review and approval.
4.4.4.1.4 The Chief Engineer will review the summary reports received from District Engineers and
also make physical inspection with District Engineers and Division Engineers at key points. They will then finalize the annual tie program and send to Estimating for costing. The Estimating Department furnishes costs to the budget centers for expense and capital budget preparation.
4.4.4.2 Rail Program (Mainline Relay)
4.4.4.2. 1 The designated individual (Roadmaster, Assistant Division Engineer, etc. ) should review his assigned territory' for the current year maintenance program. In the review process he will examine projected gross tons over line segments. He will also review failure programs to highlight trouble areas. He v^ill then submit annual budget report to the Division Engineer for his review.
Proposed Manual Changes 173
4.4.4.2.2 The Division Engineer reviews these reports and makes inspections at key points. He will also review gross tons projections over line segments and failure programs. He then summarizes his annual budget program for the District or Regional Engineer.
4.4.4.2.3 The District or Regional Engineer reviews the summary reports from the Division Engineers and makes physical inspection with Division Engineers. He also reviews gross tons projections over line segments and reviews failure programs. He then submits his annual budget program to the Chief Engineer.
4.4.4.2.4 The Chief Engineer reviews the summary reports from the District or Regional Engineers and makes physical inspections at key points. He will also review gross tons projections over line segments and failure programs. He will then finalize the annual rail program and send to Estimating Department for costing. The Estimating Department furnishes costs to budget centers for expense and capital budget preparation.
4.4.4.3 Curve Program
4.4.4.3. 1 The designated individual (Roadmaster, Assistant Division Engineer, etc. ) should review his assigned territory for needed maintenance and reviews gross tons projections over line segments. He will then submit the appropriate reports to the Division Engineer with his recommendations and priorities.
4.4.4.3.2 The Division Engineer reviews the reports and makes inspections at key points. He summarizes the annual program for the District or Regional Engineer with recommendations and priorities.
4.4.4.3.3 The District or Regional Engineer reviews the summary reports from Division Engineers and makes physical inspections with the Division Engineer. He submits his annual program to the Chief Engineer with recommendations and priorities.
4.4.4.3.4 The Chief Engineer reviews the summary reports from the District or Regional Engineer and makes physical inspections of all curves at key points. He will finalize the annual curve program and send to Estimating Department for costing. The Estimating Department furnishes costs to the budget centers for expense and capital budget preparation.
4.4.4.4 Surfacing Program
4.4.4.4.1 The designated individual (Roadmaster, Assistant Division Engineer, etc.) should review the sub-grade problems and Geometry Car reports to determine maintenance needs which include tie and steel program locations. He submits his recommendations to Division Engineer with priorities.
4.4.4.4.2 The Division Engineer reviews these reports and makes inspections if needed. He summarizes and submits his report with recommendations and priorities to the District or Regii>nal Engineer.
4.4.4.4.3 The District or Regional Engineer reviews these reports and makes inspections if needed. He summarizes and submits his report with recommendaticins and priorities to the Chief Engineer.
4.4.4.4.4 The Chief Engineer reviews the reports and makes inspections if needed. He finalizes the surfacing program and .sends it to the Estimating Department for costing. The Estimating Depanment furnishes costs to budget centers for expense and capital budget preparation.
4.4.4.5 Other Maintenance and Additions
4.4.4.5.1 The designated individual (Roadmaster. Assistant Division Engineer, etc. ) should review his assigned territory for maintenance needs and submits appropriate reports with recommendations and priorities to the Division Engineer.
4.4.4.5.2 The Division Engineer reviews the reports and inspects the assigned territory. He submits a report with recommendations and priorities to District or Regional Engineer.
174 Bulletin 714 — American Railway Engineering Association
4.4.4.5.3 The District or Regional Engineer reviews his territory needs and inspects his assigned territory. He sends his report to the Estimating Department fcir costing. The Estimating Department furnishes costs to budget centers for expense and capital budget preparation.
4.4.4.6 The general manager or other appropriate officer reviews and finalizes all programs.
4.4.5 Develop Maintenance of Way Annual Expense Budget
4.4.5.1 Unlike the capital budget, the expense budget (including expenses associated with capital programs) should be prepared by functions of labor, material, other and machinery rentals. The basic area of responsibilities in the Maintenance of Way Department are as follows:
4.4.5.2 Designated Individual (Roadmaster, Assistant Division Engineer, etc.)
(a) Labor -
Foreman section
Assistant Foreman section
Miscellaneous operators
Trackman
Special Labor items
Holiday pay
Office staff
(b) Material -
Gas - Oil - Service Tires - new cross Rail
Small tools Office supplies
(c) Other -
Travel expense Vehicle repair Auto and truck license Office expense
(d) Machine Rentals -
Rail drill
Rail puller
Rail saw
Motor car
Loader
Air Compressor
4.4.5.3 General Foreman Bridge and Building
(a) Labor -
Foreman B&B Gang Bridge Inspector Carpenter Mechanical B&B B&B Helper Carpenter Office staff
(b) Material -
Gas - Oil - Services Other work on bridges Fuel roadway machines Small tools
Bridges, trestles, culverts Timber trestles
Proposed Manual Changes 175
(c) Other -
Meals and lodging Travel expense Other expense Vehicle repairs Auto and truck license Office expense
(d) Machine Rentals -
Air compressor Generator Welder Water pump Loader Paint sprayer Sandblast machine Motor car
4.4.5.4 Signal Supervisor
(a) Labor -
Signal Foreman Signalman Signal Supervisor Assistant Signal Supervisor Signal Inspector Signal Maintainer
(b) Material -
Gas - Oil - Service
Ordinary signal maintenance items
Small tools
Signal and interlocking
Office supplies
(c) Other -
Travel expense Repairs to small tools Vehicle repairs Auto and truck license Meals and lodging Removal snow and ice
(d) Machine rentals -
Trencher Trailer Generator Track Scoot
4.4.5.5 Total Tie Gang (a) Labor -
Foreman Extra Gang Assistant Foreman Extra Gang Miscellaneous operator Assistant Operator Trackman Truck driver
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(b) Material -
Gas - Oil - Service Other track material Fuel roadway machines Small tools Office supplies
(c) Other -
Other expenses Meals and lodging Vehicle repair Travel expenses
(d) Machine Rentals
Anchor applicators Tie Handler Spike setter driver Tie knockout Spike puller Spike cleaner Rail lifter
4.4.5.6 Surfacing Gang
(a) Labor -
Foreman Extra Gang Operators Trackman Truck driver
(b) Material -
Gas - Oil - Service
Fuel roadway machines
Small tools
Ballast
Office supplies
(c) Other -
Other expenses Meals and lodging Vehicle repair Auto and truck license
(d) Machine Rentals -
Tie tamper Anchor squeezer Ballast regulator
4.4.5.7 Speciality Gangs on.
(Undercutter. Construction. Road Crossings. Pickup. Siding Relay, Jordan Spreader. Ballast Regulator, Weed Mowers, Burro Crane, Track Crane, Backhoe, Bolt Machine. PT Gnnder. Dozer. Motor Graders, Dragline, Welders, and Others) (a) Labor -
Foreman Extra Gang
Operators
Trackman
Truck driver
Welder
Timekeeper
Proposed Manual Changes 177
(b) Material -
Gas - Oil - Service
Fuel roadway machines
Small tools
Ties
Rail
OTM
Other Expenses
(c) Other -
Other expenses Vehicle repairs Auto and truck license Meals and lodging Travel expense
(d) Machine Rentals -
Tamping Power Jack
Track Undercutter
Track Liner
Air Compressor
Rail Drill
Rail Saw
Speed Swing
Welder
Tie Inserter
Burro Crane
Loader
Spike Puller
Tie Saver
Cribber
Adzer
Gauging Machine
Motor Car
Rail Heater
Rail Vibrator
Anchor Applicator
Rail Puller
Spike Setter
Other
4.4.5.8 Division Engineer (a) Labor -
Division Engineer Assistant Division Engineer Office Engineer Party Chief
Engineering Technician Chief Clerk Maintenance Clerk Report Clerk Other
178 Bulletin 714 — American Railway Engineering Association
(b) Material -
Gas - Oil - Service Office supplies Other
(c) Other -
Utilities Travel expense Other expense Vehicle repairs Auto and truck license Contracts - various
4.4.5.9 Assistant General Manager - Engineering or Regional Engineer
(a) Labor -
Gas - Oil - Service Office supplies Other
(b) Other -
Utilities Travel expense Other expense Vehicle repairs Auto and truck license Contracts - various
4.4.5.10 Chief Engineer Office (a) Labor -
Chief Engineer Assistant Chief Engineer All other Engineering Office
4.5 AUTHORIZATION PROCESS
4.5.1 Purpose
The purpose of the authorization process is to develop a systematic approach to the authorization (approval) of short and long term plans corresponding budgets and individual projects or programs.
4.5.2 Scope
The scope of the authorization process should include all expenditures (capital and expense) related to improvements, construction, and maintenance of property and equipment.
4.5.3 Objectives
The objectives of the authorization process are:
(a) Assist the Engineering Department in justifying detailed plans
(b) Commit funds against fiscal year and/or long range plan
(c) Provide the ability for executive staff to review in depth, planned activities and weigh same against items of impending high priority,
4.5.4 Departmental Respon.sibilities
The responsibilities of the departments involved are as follows:
4.5.4.1 Engineering Department
(a) Develop functionary (C&S, Track, etc.) plans at lowest level
(b) Coordinate interrelated plans ensuring there is no duplication within content.
(c) Prepare necessary documentation for all project work ensuring that all appropriate designs, pricing and justifications needed arc part of the package
(d) Submit total package to Corporate approving authority
Proposed Manual Changes 179
4.5.4.2 Finance
(a) Coordinates overall planning/budgeting functions
(b) Review with executive staff any areas of concern
(c) Seek additional information from originating departments where prioritization is necessary
4.5.4.3 Corporate
(a) Review all overall project plans submitted by all departments
(b) Ensures that each meets Corporate guidelines and furthers Corporate goals
(c) Notify originating departments of status of each project
4.5.5 Plan/Budget Documentation
4.5.5.1 A document giving details of the would-be plans of the Engineering Department should be used. The designation should be decided by the Finance Department.
4.5.5.2 The documents should be used for all proposed capital and operating expense plans and should contain the following:
(a) Description of work to be performed
(b) Information as suggested in both the Long Term Plan and Annual Budget sections of this chapter
(c) Breakdown detail of all pertinent cost information
4.5.6 Project Documentation
4.5.6.1 A document giving details of the would-be commitments should be used by the organization. This document could be designated as any of the following:
(a) Authorization for Expenditures
(b) Commitment Approval Request
(c) Project Request
4.5.6.2 The document should be used for any major project either capital, expense or both and be a cover for a total package containing the following:
(a) Detailed breakdown of cost
1 . Contracted work
2. Materials listing
3. Work equipment needs
4. Responsible sub-departments or divisions
(b) Description of project (Task)
(c) Breakdown of projected manpower utilization
(d) Incidental and ongoing costs. (Ongoing costs will benefit the planners in the development of future plans).
(e) Schedules
(f) Justification
(g) Consequence (if not approved)
Summarizes all plans into overall presenlalion for executive union.
4.6 CONTROL FUNCTIONS
4.6.1 Purpose
The purpose of the control functions is to develop a syslcmatic appriKich lo the analysis of costs to ensure proper control over all project expenditures.
4.6.2 Scope
The scope of the control functions should include all expenditures (capital and expense) related to improvements, construction and maintenance of property and equipment.
180 Bulletin 714 — American Railway Engineering Association
4.6.3 Objectives
The objectives of the control functions are to:
(a) Ensure that all costs charged to a project belong to that project
(b) Ensure that the Engineering staff maintaining proper control on the progress of each project
(c) Ensure all costs chargeable to regular operating expenses are periodically reviewed and analyzed. Where deviations from plan (budget) occur, necessary changes should be made.
4.6.4 Responsibilities
The responsibilities of the departments involved are as follows:
4.6.4.1 Engineering Department
(a) Ensure that work performed is in accordance with specifications in AFE
(b) Forward all charges/accruals to Property Accounting
(c) Report the "percentage completed" for each project
(d) Report variances in schedule and/or spending
(e) Update each project schedule where necessary
4.6.4.2 Project Accounting
(a) Determine whether costs being assigned to the project are appropriate and reasonable.
(b) Publish monthly expenditure status report for each open AFE to include, for both capital and expenses incident:
1. authorized amount
2. amount expended to date
3. amount overexpended, if any
4. percentage of authorized amount spent to date
(c) Foreward, to project sponsor and Engineering, a report of projects for which 759c of authorized amount has been expended.
4.6.5 Variance Analysis
The project costs being incurred must be analyzed periodically to determine if project implementation is proceeding in accordance with plan. In general, the analysis will consist of the
following steps:
4.6.5.1 Compare percentage of project completed and percentage of gross authorization expended to date.
4.6.5.2 Analyze any variances and identify any scope changes and/or possible project overruns.
4.6.5.3 Determine need for potential corrective action such as the possible need for a supplemental AFE if the anticipated cost to complete the project will exceed the authorized spending.
4.6.6 Impact on Operating Budget
It will be possible to identify, from most current project schedules, those projects whose anticipated/actual completion dates will provide benefits to be realized in the coming budget year. Incorporate benefits, to be realized from capital projects, into the development of the annual operating budget, e.g.,
(a) decrease in operating, repair costs
(b) incremental traffic and contribution
4.6.7 Capital Performance Reviews (Post Audit) 4.6.7.1 Purpose
The capital performance review has the following purposes:
(a) Improve capital budget administration and enhance future capital programs (improve management's forecasting, evaluation, and decision-making procedures)
(b) Review and evaluate the internal control system associated with capital expenditures
Proposed Manual Changes 181
4.6.7.2 Objectives
The objectives of the pert'omiance review on:
(a) Determine whether the project objectives were realized
(b) Determine whether the actual project costs were in conformance with the estimated and authorized amount
(c) Identify the benefits achieved and determine (for ROI projects) whether the proposed ROI was realized
(d) Determine, to the extent possible, whether this was the best solution to the particular problem addressed in the AFE
4.6.7.3 Scheduling
To be effective, it is necessary to conduct the review within a reasonable amount of time after project completion so as to utilize findings in the evaluation and decision-making of similar projects. However, it is also necessary to permit necessary time to pass in order to accurately measure benefits realized (e.g., revenue enhancement projects)
4.7 PERMANENT DATA BASE
4.7.1 Purpose
The purpose of the permanent data base is to establish a direct access for the gathering of information pertaining to all Maintenance of Way functions entered into a data base for various reports and project status. The data base will have all Engineering expenditures readily available at all times in one location.
4.7.2 Scope
The scope of the permanent data base should include all expenditures (capital and expenses) related to improvement, construction, and maintenance of property and equipment.
4.7.3 Objectives
The objectives of the permanent data base are:
(a) To eliminate multi-handling of data for various reports
(b) To eliminate time lost by doing the reporting by hand
(c) Provide fast and efficient means of reporting
(d) To be able to review and make changes more rapidly
4.7.4. Departmental Responsibility
The responsibility of the departments involved are as follows:
4.7.4.1 Engineering Department
(a) Ensure that all possible units are defined and included into design ot data base
(b) Ensure all pertinent cost and progress reporting is performed by appropriate divisional and functioning staffs
4.7.4.2 Property Accounting
(a). Ensure all Engineering input agrees to General Accounting reports in total
(b) Ensure all reports are prepared simultaneously with l-inance Department accounting closings
4.7.5 implementation
Implementation will require the availability of computer resources with a large amount of storage capacity. Using these resources, it is necessary to create a data base to store all the available information. .Sufficient fields must be established to input each biKlgeted item and to contain the following:
4.7.5.1 Capital Budget Implementation
All budget items should be input by projects according to ICC Account Code order, by region, subdivision or district, etc. Output can be given in:
182 Bulletin 714 — American Railway Engineering Association
(a) Total dollars per region, subdivision or district
(b) ICC Account order
(c) Other reports as desired
4.7.5.2 Operating Budget Implementation
The available data should be input by:
(a) Gang numbers by project
(b) Gangs by Regions
(c) Regions by subdivisions or districts, etc.
The dollar amounts from the projects can be sorted, adjusted and changed throughout the year.
Proposed Manual Changes 183
Proposed 1988 Manual Revisions To Chapter 13 — Environmental Engineering
The following Section 4.2, "Noise Barrier Technology" is a proposed addition to Part 4 — Noise Pollution Control. Section 4.2 addresses the reduction and/or mitigation of noise received by employees and the general public from railroad sources through the effective design and installation of noise barriers.
Railroads can produce noise as a result of sundry operational functions at facilities and along the right-of-way. The United States Environmental Protection Agency has promulgated a number of noise standards applicable to the railroad industry. This is one of several methods which might be employed in order to control noise and comply with governmental regulations.
4.2 NOISE BARRIER TECHNOLOGY
4.2.1 Introduction
(a) Modem North American railroads provide service to a highly industrialized and technologically advanced society. As a result of these two aspects of modem society, North American countries produce materials, tools, and the means of progress for much of the world. An unfortunate by-product of this industrialization is the emission of pollutants. These pollutants come in the form of waste (solid, water and air), and the emission of noise. Railroads, like any industry, can emit these pollutants.
(b) The United States Environmental Protection Agency (EPA) has promulgated a number of noise standards for the railroad industry in an effort to protect the public environment. Most notably, standards have been set for sound levels from stationary and moving locomotives, moving railroad cars, locomotive load test stands, retarders, and car-coupling impacts. The Federal Railroad Administration (FRA) has promulgated compliance regulations to implement the EPA standards.
4.2.2 Solution of Noise Problems
(a) Railroads may produce noise pollution as a result of operational functions throughout facilities and along the right-of-way. In yard areas, the overall noise level is determined by noises associated with locomotive maintenance and operation and with the classification of railroad cars. Noise levels, both within the yard and around the perimeter of the yard, can vary significantly. A survey should be conducted by the railroad in order to determine sources of noise and the level of noise generated . Once a noise survey has been completed, a plan for mitigating excessive noise can be formulated, if necessary . There are a number of methods which may be employed for controlling noise.
(b) Protection can be used at the receiver. This protection might be in the form of ear plugs or noise attenuating ear muffs for employees or architectural modifications of residences, yards and commercial businesses.
(c) The problem of excessive noise can be eliminated at the source by a variety of means. Noise eliminating or suppressing devices might be utilized (e.g., quieter shoes on existing retarders and mufflers on refrigerator exhausts). Equipment might be redesigned with reduction of noise, an important criterion of the design. Addition of oils or metallic compounds to contact surfaces in order to reduce vibratory motion and noise might be employed. If noise reduction at the source is the objective, operating procedures of equipment or facilities might require modifications. Source noise control might be accomplished, where possible, by curtailing or ceasing noisy operations during noise sensitive periods. These techniques have varying degrees of feasibility and while feasible at one location, may not be equally feasible at the next.
(d) Frequently, the most practical and economically feasible method of noise control involves effecting changes in the sound transmission path. This might be done by increasing the distance
Bulletin 714 — American Railway Engineering Association
between source and receiver (e.g., moving ready tracks and similar areas where locomotives and switch engines idle to interior areas of the yard). Another means of increasing distance between source and receiver is to move the receiver, although this is rarely a viable option.
(e) A frequently used and effective method of altering the sound transmission path is the introduction of a barrier between the noise source and the noise receiver. By inserting a barrier between the source and the receiver, the amount of sound energy reaching the receiver is reduced. This reduction of the sound energy is referred to as "noise attenuation."
4.2.3 Noise Barrier Design
(a) The below information is offered, not as a design manual, but rather as an overview to provide information on available alternatives and benefits and drawbacks of barriers. Acoustical professionals or detailed reference material should be referred to in order to adequately design the optimum barrier.
(b) There are three components to the noise attenuation provided by a noise barrier (See Figure 1 - 1 ) . These components are transmitted noise, diffracted noise, and reflected noise. Transmitted noise is sound which the barrier permits through the structure. Diffracted noise is that sound which is bent over or around the barrier. Reflected noise is that sound which reflects from the barrier. Reflected noise does not reach the receiver unless it reflects from another surface behind the barrier over the top of the barrier, thereby becoming diffracted noise.
Diffract^
Diffraction Angle
Noi^ Source
Barrier
Qeceiver
Noise Attenuation Components Figure 1-1
(c) The diffraction or bending of sound waves occurs in the "shadow zone." A straight line fix)m the noise source over the top edge of the barrier defines the boundary of this zone. Any receiver in the shadow zone will benefit from some sound attentuation. The amount of sound attentuation is dependent on the size of the diffraction angle (the angle between the line from the source to the top of the barrier extended toward the receiver and a straight line from the top of the barrier to the receiver). The amount of sound attenuation as a result of diffraction increases as the diffraction angle increases. Therefore, the amount of noise attenuation attributable to diffraction is dependent upon the geometrical relationship between source, barrier and receiver and the wavelength of the sound.
Proposed Manual Changes 185
(d) The sound attenuation provided by a barrier is critically dependent upon the height of the barrier relative to the line between the source and the receiver. Obviously, the greater the shadow zone area and the greater the diffraction angle, the greater noise attenuation can be achieved. Since the barrier height is so easily affected by the height of source and receiver, care should be taken in identifying source and receiver height. For this reason, optimum height will depend on several variables (height of receiver, height of source, and elevation of potential barrier locations) and will be different in each situation.
(e) The amount of transmitted noise, which travels through the barrier, is dependent upon barrier material parameters such as material weight, density and stiffness. The ability of the barrier material to decrease transmitted noise is also dependent upon the integrity of the barrier. If there should be holes or openings in the barrier surface, the reduction in transmitted noise will be greatly impaired.
(f) Sound refelcted from a barrier will not affect the receiver unless it reflects from a secondary surface redirecting the sound toward the receiver and thereby creating another sound source. (For example, this occurs when the squeal from a retarder is reflected between the retarder barrier and the side of a rail car). Therefore, in the event an installation has but one barrier and no surfaces capable of reflecting sound behind the barrier, no reflected noise will reach the receiver. Inasmuch as the above situation is idealized and rarely is achieved in reality, the effect of reflected noise upon the receiver must be considered.
(g) The barrier length required to attain a given degree of noise reduction is dependent ujxjn the relative location of the receiver and the source. The barrier length must be long enough to ensure that the receiver is kept in the shadow zone of the barrier. Diffracted noise can be bent around the end of the barrier just as it is bent over the top of the barrier. An optimum length for the barrier would therefore be greatly influenced by the distance between the source, barrier and receiver and how far from perpendicular to the barrier longitudinal axis the receiver is located. The overall length can be modified by providing returns on the ends of the barrier to "wrap around" either the source or the reciever.
(h) Noise barriers can be built vertically or non-vertically (i.e. leaning toward the receiver or leaning toward the .source). Angled barriers will eliminate multiple retlections and would be preferable in situations where barriers are installed on opposite sides of a noise source or where there might be rellective surfaces behind a single barrier (e.g.. railcars on adjacent tracks and retarder barriers). A tilt of just a few degrees is usually sufficient to prevent the buildup of acoustical energy between two parallel surfaces.
(i) There is a wide variety of materials and combinations of materials which may be used in the construction of noise barriers. The basic structures have been constructed of masonry, concrete, steel, wood, earth, transite and combinations thereof. There are several variables which can affect the choice ot material to be used tor the basic barrier structure. The location of the barrier may require that the barrier be constructed of a material that is aesthetically pleasing and, as a result, somewhat more expensive. Space may prevent the use of an earthen structure, probably the least expensive of materials: however, an earthen berm has an added benefit of protecting the surrounding area in case of a derailment. Maintenance at the noise source may make it necessary for the barrier to be removable. The height of the proposed barrier can dictate the type of material to be used. If the barrier is to be of substantial height, steel or concrete will have to be u.sed. Wood is often avoided because of its tendency to warp, thereby adversely affecting the integrity of the barrier and its ability to reduce transmitted sound.
(j) Another aspect concerning the choice of barrier construction materials is the source face of the barrier. This face can be covered with reflective or absorptive material. In general, absorptive surfaces will improve barrier effectiveness. Lxjwer density materials will absorb more noise and reduce vibration of the barrier. Absorptive materials, however, are not considered necessary in situations where only one barrier is used because reflective surfaces can be just as effective in this instance and do
186 Bulletin 714 — American Railway Engineering Association
not normally require replacement as often as absorptive materials. Therefore, maintenance costs would be smaller. Concrete, masonry blocks, fiberglass battes, open cell foam, and various acoustical tiles are materials with comparatively high absorptivity that have been used. Steel, aluminum and wood have significantly lower transmission loss values. '
(k) There are other factors which may require consideration in the design of noise barriers. Safety of workers around the noise barriers and the noise source is of utmost concern. This includes the areas such as master retarders where tower personnel should be able to see retarder and barrier maintainers while they work. Ease of maintenance of the noise source, noise barriers and any other adjacent equipment must be considered. Wherever possible, existing structures or land features should be utilized, thereby cutting installation costs. In some cases, an existing building can be used as an integral part of a noise barrier. In other cases, a hill might be employed as a barrier location in order to reduce barrier construction height.
4.2.4 Optimum Design for Specific Barriers
4.2.4.1 Physical Characteristics
(a) When confronted with the problem of reducing noise from individual sources or from a yard as a whole, there are several questions which must be answered:
1 . Is a noise barrier the best solution to your noise problem?
All other avenues to the solution of your noise problem should be explored. This is especially true if the noise receiver is an isolated victim who could be easily moved or in the event that the noise source could be relocated so as to take advantage of the natural noise attenuation of distance.
2. Where should the noise barrier be located?
Obviously, the location of a noise barrier is dependent upon the noise source it is trying to treat; however, as a general rule, a barrier is most effective when placed as close as possible to the source.
3 . How high should the barrier be?
The height of the barrier is dependent, as previously stated, upon the relative elevation of the noise source, the receiver and the ground at the proposed site of the noise barrier. A property line noise barrier should be of sufficient height to keep the "criticar" receiver in the shadow /one of the harrier. A noise barrier installed for specific noise sources should also be constructed to a height great enough to place any potential noise receivers in the shadow zone. This is significantly affected by the elevation of the actual noise source (i.e., the top of standing locomotives , the bottom of rail cars at retarders and the top of refrigerator cars). Barriers designed to reduce car impact noise will often take on dimensions of property line barriers due to the inability to place the barrier in close proximity to the noise source.
4. How long should the barrier be?
Again, as in the height of a barrier, the length of the barrier is greatly dep)endent upon the nature of the noise source or sources. The length of the barrier should be sufficient to insure that the receiver or receivers are located well within the shadow zone.
5. What materials should be used?
As previously stated, the nature of the materials used will often be dictated by the three previous questions' answers (location, height and length). As a rule of thumb, it is preferable for the barrier to be constructed of material so that the transmission noise level is 10 db lov\er than the dillractcd noise level. This insures that the contribution of the transmission noise level to the overall noise at the receiver is insignificant (i.e., less than 1 db).-
'Tahlo #2-10; Reference #6. -See Figure #2-2.1; Reference #6.
Proposed Manual Changes 187
4.2.4.2 Functional Performance and Economics
(a) The above design questions regarding the physical characteristics of the barrier should be tempered with the answers to questions regarding functional performance and economics.
1 . How expensive will the barrier be?
The cost of the barrier will be a function of its height, length and the nature of the materials of which it is constructed. Some "trade-off may be necessary in materials or height of the barrier in order to make the barrier affordable.
2. Will the barrier create safety problems?
Every effort should be made so as not to compromise the safety of the workers or general public in the area of the barrier. Therefore, safety is an important parameter in the design of any barrier.
3. What maintenance or durability problems will arise?
The criticality of a noise barrier may dictate that materials requiring high maintenance or possessing low durability be incorporated in the barrier. Unless material makeup of the barrier is an overriding parameter, the most durable, low maintenance material should be employed in the barrier construction.
4. Is the barrier aesthetically pleasing?
This should be considered when barriers are near the property line as barrier builders have been sued for blocking breezes and reducing the amount of time sunlight reaches a yard. It is frequently claimed that a row of trees will act as anoise barrier; however, studies indicate that 100 ft. of dense woods will provide an attenuation of 8-10 decibels. Although a single row of trees offers no signficant noise reduction, they can ( 1 ) hide a noise barrier and (2) hide the noise source if no barrier is used. This increased feeling of privacy can reduce one's perception of the noise and its effect.
(b) Due to extreme variations in needs and conditions throughout the railroad industry, it is impossible to recommend a specific design for railroad noise barriers. One should define all reasonable alternatives (movement of receiver, movement of noise source, and potential barrier designs) which can possibly provide a solution to the individual noise problem under study and thereby insure that the most practical and economical solution to the noise problem is effected under the existing conditions.
REFERENCES
1. "Railroad Classification Yard Technology-Noise Control," U.S. Department of Transportation, Federal Railroad Administration, March 1981.
2. "Railroad Retarder Noise Reduction-Study of Acoustical Barrier Configurations," U.S. Department of Transportation, May 1979.
3. "Theoretical and Experimental Investigations of Selected Noise Barrier Acoustical Parameters," National Coojjerative Highway Research Program Project 3.26, November 1980.
4. "Noise Barrier Design Handbook," U.S. Department of Transportation, FHWA-RD-76-58, February 1976.
5. "A Review of New Data Pertaining to Railroad Yard Noise Standards Made Available September 30, 1980," Wyle Research Report WR-80-50, November 1980.
6. "Handbook for the Measurement, Analysis, and Abatement of Railroad Noise," Wyle Research Report DOT/FRA/ORD 82/02-H, January 1982.
Bulletin 714 — American Railway Engineering Association
Proposed 1988 - Manual Revisions To Chapter 14 - Yards And Terminals
It is proposed that the following material on "Local Yard" will be placed under Paragraph 2.3.5, which has been left blank pending development of this information.
2.3.5 Local Yard - A local yard may be defined as one which handles cars to nearby destinations and from nearby origins. It generally acts as a sub-terminal and is often part of, or attached to, another Terminal Yard.
2.3.5.1 - Extra care must be taken in its design because insignificant changes in industry switching patterns, traffic volumes and through train scheduling may have considerable impact on the efficiency of its operation.
Proposed Manual Changes 1X4
Proposed 1988 Manual Revisions To Chapter 28 - Clearances
Revisions include the addition of Article 3.7.4 on Methods of Measuring Clearances and a "Field Handbook of Recommended Practice for Measuring Excess Dimension Load.s", which will be placed at thecnd of chapter 28. It is proposed to also have this handbook available as an individual publication.
Article 3.7.4 - A portable measuring instrument utilizing a calibrated, telescoping rod and vernier scale with an optical sighting device attached to an aluminum framework which is referenced to the centerline of the track to obtain a distance and an angle in a vertical plane. The combination of angle and distance from a known point to the obstruction is then converted from polar to rectangular coordinates and then plotted to attain a clearance diagram section. This method is very simple and can be performed by one person to achieve quick, accurate and inexpensive clearance data.
FIELD HANDBOOK
OF
RECOMMENDED PRACTICE
FOR MEASURING EXCESS DIMENSION LOADS
Page
Table of Contents 1
General Notes 2&3
Instructions for measuring 4
Reporting measurements of excess
width or height of load 5
Legend and "Box Type" loading
diagram 6
"Cylindrical Type" and "Machinery Type"
loading diagrams 7
"Single Load" diagram 8
"Single End Overhang" load
diagram 9
"Double Car" loading diagram 10
Excessive Dimensions Load
Report INSERT
"Triple Car" loading diagram II
Center of Gravity (Diagram) 12
Center of Gravity (Formula) 13
Glossary of car and
loading terms 14-19
NOTE: This handbook was prepared b) Ct)nmiiltce 2S of the American Railway Engineering Association, and is to be used as a suggested guide for those employees who must measure, check or deal with high, wide or heavy loads in the course of their work duties.
190
Proposed Manual Changes
191
GENERAL NOTES
GENERAL NOTES
1 - The load car or cars must be on level
track when measured. Check cross level of track at each truck or load car or cars. If track is out of level at any truck, it will be necessary to arrange to either have the track made level or have the shipment moved to a level track. All vertical measurements must be perpendicular to the plane of the tops of level rails. All horizontal measurements must be parallel to the plane of the tops of level rails, and taken from the longitudinal centerline of car.
2 - The heights "H" and the widths "W" must
be given for both overhanging ends and also between the truck centers or bolster centers where the load is the maximum size. If there are changes in the size of the load on the overhang(s) or on the load between the truck centers or bolster centers, dimensions must be shown for these changes and their location defined with respect to truck centers or bolster centers.
3 - If idler car is used. Rule 8B of the AAR
Open Top Loading Rules must be i)bserved in order to maintain a 4 inch clearance below overhanging portion of load and above any part of idler car which load may contact. A 4 inch clearance must also be maintained between load and any part of bolster car. Deck on end idler cars equipped with conventional draft gears may be utilized for loading, provided that such materials are located not less than 2 feet from overhanging portions of load. When either one or all
- ( C o n t . )
end idler cars arc equipped with sliding center sill or end-of-car cushioning devices, 6 feet of clearance must be maintained.
- Location of center of gravity of load must be furnished by shipper. If combined center of gravity exceeds 98 inches ATR, it must be reported to the Transportation Department Clearance Desk in order to obtain authority to move the load.
- Special attention should be taken if load appears to be unevenly distributed on car(s), as counter weights may be required.
- Never assume that a multiple axle can move unrestricted. The probable reason for the use of a multiple axle car would be excessive weight. Make sure that authority to move has been obtained for an individual load on a particular car.
- Take note that the net weight of shipment plus dunnage does not exceed the stenciled load limit (LD LMT) shown on the side of the carrying car. For bolstered loads, the load weight of each bolster must be determined from shipper for each car.
Also Rules 4(d) and (e) of the AAR Open Top Loading Rules must be observed.
- Should doubts arise regarding high, wide or heavy loads, help is available from your Transportation Department Clearance Desk or Clearance Engineer.
Shippers should obtain assistance from the originating carrier road.
19:
Bulletin 714 — American Railway Engineering Association
INSTRUCTIONS FOR MEASURING
WIDTH
Locate longitudinal centerline of car. The longitudinal centerline is the line (from one end of the car or shipment to the opposite end) that is parallel to the sides of the car, and divides the width of the car into two equal parts (left side and right side).
Measure width from the longitudinal centerline of car (or from the vertical projection of this line) to all points on the load where the width changes and double (or multiply by two) each such measurement, so as to obtain the maximum equivalent width of the load.
HEIGHT
Use straightedge across rails and measure to top of car deck.
Measure height above deck of car to all points on the load where the width changes.
The height above top of rail is obtained by adding the height of the car deck above top of rail to the height or heights of the load where the width changes.
REPORTING MEASUREMENTS OF
EXCESS WIDTH OR HEIGHT OF
LOAD
All changes in width and height are to be reported .
When reporting dimensions of any load the following information must also be provided:
1 - Car initials and number.
2 - Overall length of load.
3 - Type of load:
Single, Double. Triple. Single End Overhang, Double End Overhang.
4 - Length of each overhang and complete
dimensions of same. Length of each overhang must be measured from center of truck or bolster to end of load.
5 - Distance, center to center of trucks and
bolsters.
6 - Distance from nearest truck center to the
center of each load bolster.
7 - Center of gravity of lading and combined
center of gravity of car and lading.
8 - Net weight of load.
9 - Weight of dunnage.
Proposed Manual Changes
193
LEGEND
B - Distance, center to center of load bolsters.
C - Length of car, over end sills.
CL - Coupled length (between pulling faces).
D - Distance between truck centers or centers of bolsters.
H - Height above top of rail (ATR).
L - Length of load.
O - End overhang. (Measured from center of truck or center of bolster, to end of load.)
P - Longitudinal distance to
centerline of projections on main body of load from truck or bolster center or end of load.
T - Distance from nearest truck center, to center of load bolster.
W - Width.
i/,Wh
^Top of '[Roil
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M i; iop_ov
CYLINDRICAL (End
TYPE LOAD View)
T
+
MACHINERY (End
BOX TYPE LOAD (End View)
TYPE LOAD View)
194
Bulletin 714 — American Railway Engineering Association
;
lQO(_j
iid
SINGLE LOAD DIAGRAM
a
a \
li
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SINGLE END OVERHANG LOAD DIAGRAM
Proposed Manual Changes
195
c
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DOUBLE CAR LOADING DIAGRAM
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TRIPLE CAR LOADING DIAGRAM
10
196
Bulletin 714 — American Railway Engineering Association
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CENTER OF GRAVITY DIAGRAM
CG
COMBINED CENTER OF GRAVITY FORMULA
Center of Gravity, in inches Above Top of Rail
WT - Weight, in pounds
CCG - Combined Center of Gravity, Car and Load, in inches Above Top of Rail
NOTE:
If the combined center of gravity exceeds 98" ATR. authority must be obtained from the Transportation Department's Clearance Desk prior to movement.
13
Proposed Manual Changes
197
GLOSSARY OF CAR AND LOADING TERMS
GLOSSARY OF CAR AND LOADING TERMS
AAR OPEN TOP LOADING RULES
Standard procedures and specifications I'or loading and securing various types of loads to railroad freight cars, including excess dimension loads in both single or multiple car situations, as stated in Genera/ Rules Governing the Loading of Commodities On Open Top Cars , published by the Association of American Railroads, Mechanical Division. (May be found in the Mechanical Department of each railroad).
ABOVE TOP OF RAIL (ATR)
Distance from Top of Rail Line measured perpendicular to Top of Rail Line and parallel to Track Centerline (as viewed in an upright plane).
AXLE LOADING
Total weight on each axle expressed in pounds per Axle (or Thousands of Pounds, or "Kips", K per Axle). When load is not longitudinally centered on car. the axles of the truck closest to longitudinal center of gravity of load will be carrying a greater total load than the axles of the truck farthest from the longitudinal center of gravity is the load and their loading is Maximum Axle Loading , and is of more significance in most cases than A verage Axle Loading .
AXLE SPACING
Distance between centers of adjacent axles of a single truck measured parallel to longitudinal centerline of car.
BOLSTER
One of two pivots that support an extremely long load mounted on two flat cars called Bolster Cars . One bolster, the Fixed Bolster, can only rotate horizontally on its car, and the other bolster, the Sliding Bolster, can rotate horizontally and also slide longitudinally in a slot on its car as the entire consist of cars and load goes into or out of a curve. Sliding bolster also accomodates slack action of cars.
BOLSTER SPACING
Distance between bolster centers measured along longitudinal centerline of load.
CAPACITY (CAPY)
The nominal working load of a freight car expressed in pounds, gallons, or cubic feet which the car is designed to carry. This figure is stenciled on the car.
CENTER OF GRAVITY (CG)
Center of mass of an object. The point from which the component of gravity pulls downward. The weight would be perfectly balanced if a single support were placed at the Center of Gravity.
COMBINED CENTER OF GRAVITY (CCG)
Center of gravity of car, dunnage and load combined as one rigid unit. CCG is expres.sed in inches Above Top of Rail.
14
15
198
Bulletin 714 — American Railway Engineering Association
GLOSSARY OF CAR AND LOADING TERMS
GLOSSARY OF CAR AND LOADING TERMS
CONSIGNEE
Person, company, or entity receiving a shipment.
CONSIGNOR
Person, company, or entity sending a shipment.
COUPLED LENGTH
Length of a car measured between pulling faces of couplers. Maximum specified length of a car. This length is necessary in order to figure consist of bolster cars and idler cars. Also referred to as Outside Length.
CURVE
Track alinement having constant or variable radius (constant or variable curvature). Track alinement that is not tangent.
DOUBLE END OVERHANG
Load that extends longitudinally beyond truck or bolster centers at both ends.
DUNNAGE
Material used to secure load to car or balance load. Dunnage is not part of car and is not part of actual load proper.
EQUIVALENT WIDTH
When a load is not transversely symmetrical about the centeriine of a car (the load protrudes out more on one side of the car than on the other side of the car), the greater of the two half widths is doubled to obtain the Equivalent Width.
GROSS WEIGHT
Total weight of car, net load, and dunnage.
HORIZONTAL
Parallel to horizon or level line, perpendicular to vertical or plumb line. On clearance diagrams Top of Rail Line should not be confused with Horizontal for obstructions next to curves where there is track superelevation.
IDLER CAR
Generally a non-load carrying flat car that is used in train consist for ( 1 ) Providing space for load end overhang that extends beyond striker.
(2) Providing connection between two bolster cars carrying an extremely long load.
(3) Providing space between loaded cars when loads are extremely heavy.
LADING
Net load or commodity being transported on a railroad freight car.
LIGHT WEIGHT (LT WT)
Weight of empty rail car expressed in pounds. This figure is stenciled on the car. Also referred to as Tare Weight.
LOAD LIMIT (LD LMT)
Absolute maximum allowable weight of load, expressed in pounds including both net weight and dunnage, that a freight car is authorized to carry. This figure is stenciled on the car.
16
17
Proposed Manual Changes
199
GLOSSARY OF CAR AND LOADING TERMS
GLOSSARY OF CAR AND LOADING TERMS
LONGITUDINAL
Parallel to length of car.
MULTIPLE LOAD
Load supported by more than one car.
OUTSIDE DIAMETER
The outermost horizontal distance measured through the center of a cylindrical or spherical load.
OVER-ALL LENGTH (OAL)
( 1 ) Length of a car over pulling faces of couplers.
(2) Total length of load.
OVERHANG (OH)
Distance between truck or bolster center and longitudinal extremity of load, always measured along prolongation of line between truck or bolster centers.
OVERLOADED
Condition that exists when:
( 1 ) Weight of net load and dunnage exceed the Load Limit of a car.
(2) On a single load, overloading can happen if unequal distribution of lading (within Load Limit for total car) results in one truck being loaded greater than 50 percent of Load Limit of car.
(3) On a bolster car. having excess weight on one truck because of bolster being offset excessively from midpoint between truck centers.
(4) Weight (within Lt)ad Limit for total car and equally distributed between both trucks) is concentrated on too small an area of load platform of car body.
PULLING FACE
Inside face or coupler knuckles comprising principal surface of contact between couplers of coupled cars being pulled. Basic reference point for car length and figuring consist of cars and loading arrangement of a multiple load.
SINGLE END OVERHANG
Load that extends longitudinally beyond truck or bolster centers only at one end.
TANGENT
Straight track alinement that has no specified curvature.
TRUCK CENTERS
Distance between pivot points of the two trucks or span bolsters on one car.
VERTICAL
Parallel to plumb line, perpendicular to horizon or level line. Track Centerline. as viewed in upright plane, should not be confu.sed with vertical for obstructions in curves where there is track superelevation.
19
200
Bulletin 714 — American Railway Engineering Association
File No.
Of
EXCESSIVE DIMENSIONS LOAD REPORT
Phone Time _
. Date
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C>' in.nalt Nun.ui». Type LOAD CAR |
& Class ol Hch Ca' |
IDLER CAR |
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LOAD CAB |
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NO'Ti.i Houi. ISno,^ Jiinc |
t.on & C.rr,.rl) |
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Ctpacltv or Bter^olled LO«a Lirrift |
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Gron W.igh, |
Tr.nrv.r*. C Of G Of Lftdlr^g |
Cor^DinecJ Cof G |
Lor^giTufllnal C of G |
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DIMENSIONS |
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H.,g., APOV. Tor. of Rail |
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TYPE Of LOAD Smgla Loao D
Bolitar Load Q
Smgi. D
Double □ End Ovirhang Load
Ovef all Length of Lading Base Length oi Load
Length of Ca' Over End Silll IC) Coupled Length of Car
IDLER CAR NO
OVERHANG INFORMATION
IDLER CAR NO
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LENGTH |
HEIGHT |
WIDTH |
LENGTH |
HEIGHT |
WIDTH 1 |
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IN |
FT |
IN |
FT |
IN |
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OTHER CAR DATA
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CAR NUMBER |
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Truck Cameri |
Aula Spacing |
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Wheai Diameter |
C o< G of Car |
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LOAO CAR |
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IDLER CAR . |
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DOES SHIPMENT CONFORM WITH A. A. R LOADING RULES' YES
COMMENTS or RESTRICTIONS:
REPORTED BV
MEASURED BV
FURNISHED TO
RECEIVED ENGR
Proposed Manual Changes
201
CAR NO.
CAR NO.
CAR NO.
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DIMENSIONS |
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TOP Of ««IL |
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HE'SMI «IOVt TOF OF KAIL |
EOUiVJLtNT 1 WIDTH 1 |
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FT |
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DIMENSIONS
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CAR NO..
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202 Bulletin 714 — American Railway Engineering Association
Proposed 1988 Manual Revision Chapter 29 — Waterproofing
The following two pages are proposed to replace in kind, pages 29-2-3 and 29-2-5 in Part 2. Substantive changes include revisions to requirements for butyl rubber and EPDM membranes.
Proposed Manual Changes 203
2.3.« Felt
A. Felts for use with an asphalt mopping shall meet the requirements of ASTM Specifications, designation D 226. This specification offers a choice of two weights of felt. The 15-lb. weight shall be used for construction of membranes on ballasted-deck railroad bridges,
B. Felt for use with coal-tar pitch moppings shall meet the requirements of ASTM Specifications, designation D227.
2.3.5 Butyl Rubber (butyl based DR) or EPDM (ethylene-propylene-diene-monomers)
A. Membrane shall be .060 in., .090 in., or .120 in. thick at the engineer's option.
B. Membrane shall conform to ASTM D 3253:
Property Type I (IIR) Type II (EPDM)
Shore A hardness, points 60+10 60tl0
Tensile strength, min. 1200 psi 1300 psi
Modulus at 300% elongation, min. 600 psi 900 psi
Elongation at break, min.% 300 300 Tear resistance, min. kN/m
thickness 125 Ibf/in. 125 Ibf/in. Weight change after 166 h at 158° F
in water, max.% ±1 ±1 Low-temperature brittleness temp- erature, max. -40° F -65° F Ozone resistance, 166 h, lO't, F no cracks no cracks
20% linear strain (50 pphm) {50 pphm) Heating aging, air oven:
Elongation retained, min. % of 60, after 166 h 50, after 166 h
original at 2'>0° F at 2'»0° F
Tensile strength retained, min. % 60, after 166 h 70, after 166 h
of original at 240° F at 240° F
Change in linear dimensions ±2% max. ±2% max.
2.3.6 Adhesive
Adhesive for securing membrane and the protective cover shall be compatible to the membrane waterproofing and with the materials to which it is bonded.
2.3.7 Cement
Cement for splicing either membrane shall be a self-vulcanizing butyl rubber compound conforming to the following requirements:
Viscosity (a 77° F. Brookiield Viscometer {ff3 Spindle (3 10 rpm) 1700-3400 cps. Total Solids 30% (min.)
Applied to both mating surfaces (9 2 gal per 150 sq ft.
2.3.^ Butyl Gum Tape
Butyl gum tape for spJicing either membrane shall be black, vulcanizable butyl rubber with an 8-mil polyethylene film backing. The tape shall be 30 mils (+4) thick, including the backing.
204 Bulletin 714 — American Railway Engineering Association
2.» MEMBRANE PROTECTION
2.4.1 Premolded Asphalt Block
Premolded asphalt blocks shall meet the following requirements: They shall be l-l/i* in. thick. A deviation of i/4 in. in length or 1/8 in. in width or thickness either way from these dimensions shall be cause for rejection.
These blocks shall be formed from a mixture of asphalt fiber and finely crushed aggregate placed in molds under a pressure of not less than 3300 psi of surface. An absorption test shall be made on blocks dried for 21* hrs at a temperature of 150° F., (65.5 C), and then immersed in water 7 days. The absorption of moisture under this test shall not exceed one percent of the weight of the block.
2.^2 Asphalt Plank
Asphalt plank shall meet the requirements of ASTM Specifications, designation D 517. Asphalt plank used for protection of waterproofing membranes shall be plain and have a minimum total thickness of 1 in. using one or more layers.
2.4.3 Brick
Brick protection shall meet the requirements of Typje "M" industrial floor brick of ASTM Specifications, designation C itlO or paving brick, ASTM Specifications, designation C 7. The size of the brick shall be 2-1/2 in. x <» in. x 8-1/2 in.
2.t^.l^ Portland Cement Concrete
Materials for portland cement concrete shall meet the requirements of Specifications for Concrete and Reinforced Concrete Railroad Bridges and Other Structures, Part 1, Chapter 8, of the AREA Manual. The concrete shiall be air entrained, have a minimum cement content of 6 sacks per cubic yard and a maximum water content of 6 gal per sack. The maximum size of coarse aggregate shall be 3/'> in.
The concrete shall be reinforced with wire fabric which shall meet the requirements of ASTM Specification, designation A 185. The minimum gage of the wires shall be No. 12 and the wire shall have a maximum spacing of 6 in. in both directions.
2.4.5 Asphalt Mastic
Asphalt mastic shall be composed of asphalt mixed with mineral aggregates and mineral filler. The mastic shall be poured in fJace and mixed and proportioned in accordance with requirements of Section 2.9.'*. 2.
A. Asphalt shall meet the requirements of ASTM Specifications, designation D ififS, Type 2.
B. Coarse mineral aggregate shall be well graded crushed stone, crushed air-cooled iron-blast-furnace slag, or washed gravel that will meet the requirements of ASTM Specifications, designation D 692 size 8 (3/8 in. to No. 8). It shall be free from soft particles, organic matter and other deleterious materiaL
C. Fine mineral aggregate shall be well graded washed sand that will meet the requirements of ASTM Specifications, designation C 33 for fine aggregate.
D. Mineral filler shall be portland cement, finely ground limestone or finely groind silica. The portland cement shall meet the requirements of Specification for Concrete and Reinforced Concrete Railroad Bridges and Other Structures, Part 1, Chapter 8, of AREA Manual. The finely ground limestone and silica shall meet the following requirements:
Passing a No. 200 (7<f micron) sieve — minimum 75 percent. Passing a No. 30 (590 micron) sieve — minimum 100 percent.
Proposed Manual Changes 205
Proposed 1988 Manual Revisions To Chapter 33 — Electrical Energy Utilization
It is proposed to add a new Section 4. 1 — Railroad Electrification Systems to Part 4 — Catenary/ Pantograph Systems. The present Section 4.1, "Contact Wire Ampacity" will be renumbered Section 4.4.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Part 4 Railroad Electrification Systems
1988
4.1 CATENARY DEFINITIONS, STANDARDS AND CONCEPTS
4.1.1 Catenary Support Options
A catenary system as utilized for traction power distribution on electric railroads is defined as a messenger wire with a contact wire suspended beneath it on hangers, mounted on fixed or hinged supports, sometimes with one or more auxiliary wires. There are numerous styles of existing systems, many of which reflect the historical requirements of originating organizations.
However, the widespread introduction of railroad electrification at 1 5 , 25 , or 50 k V with use of the local commercial frequency has encouraged greater uniformity of catenary styles and conductor choice, particularly since the early 1960's.
A considerable amount of standardization has occurred within national or regional railroad organizations and within the larger catenary system designer or supplier groups.
There are now a number of well-developed catenary styles for particular applications, with supporting concepts and standards as needed for design, installation and maintenance of catenary systems. These styles are illustrated in Figure 1.1.
4.1.1.1 Single Contact Wire System — applied where maximum train weight and speed are very low. Consists of a contact wire only, perhaps with a short bridle or stitch to the supports to permit use of longer span lengths.
4.1.1.2 Simple Catenary System — used for speeds up to 100 miles per hour where two wires are ample for the required current capacity. Consists of a messenger wire with a contact wire suspended beneath it on hangers.
4.1.1.3 Stitched Catenary System — used for speeds up to 185 miles per hour with single pantographs where two wires are ample for the required current capacity. Is similar to simple catenary, but with a "stitch" or bridle included between the two main wires in the area of the supports.
4.1.1.4 Compound Catenary System — used for all speeds where the current capacity requires inclusion of a third wire and for medium and high speeds where progressively larger numbers of pantographs are opierated on a single train. Consists of a main messenger with an auxiliary wire suspended beneath it on hangers, which in turn has a contact wire suspended on clamps or hangers beneath it.
4.1.1.5 Double Compound Catenary System — sometimes used for multiple pantograph operation on high speed lines. Consists of compound catenary with a second intermediate auxiliary wire. The styles are illustrated on Figure 1.1 attached.
4.1.2 Power Supply Equipment — includes substations and switching stations which bring the correct voltage to the distribution system from available power sources along the proposed route. The power system can be configured in either center or end-fed arrangements depending on the specific requirements. Most common secondaries used for these systems are 25 and 50 kV ac. 750, 1 ,500 and 3,000 Volts dc. These substations are spaced throughout the route depending on the load demand and voltage drop requirements for each system. Refer to other part of this chapter for additional details.
206
Proposed Manual Changes
207
FIGURE 1.1
140 FT
TRAMWAY CATENARY
I 1 I
240 FT
SIMPLE CATENARY
240 FT
' '
STITCHED CATENARY
240 FT
COMPOUND CATENARY
I
240 FT
DOUBLE COMPOUND CATENARY
208 Bulletin 714 — American Railway Engineering Association
4.1.3 Distribution System — is made up of all conductors which bring power from the wayside substations to the electric vehicles on the system. Depending on design requirements, each system can include:
4. 1 .3. 1 Feed Cables — bring power from the substations to the catenary conductors on the rail route.
4.1.3.2 Catenary Conductors — can include any arrangements of messenger, auxiliary and contact conductors necessary to provide the current-carrying capacity to operate the vehicles at their required maximum speed and acceleration. In addition to current-carrying capacity, the make-up of the catenary conductors (size, material type) is determined based on maximum span lengths, tensions and climatic conditions for each specific application requirement.
4.1.3.3 Along Track Feeders — can be aerial at pole side or underground in dedicated cable-ways.
4.1.3.4 Equalizing Continuity Jumpers For Spans — provide paths either between messenger and contact wire, between parallel catenary equipments or a catenary and its along track feeder. All power can then be distributed evenly over the complex system of conductors which make up the catenary system.
4. 1 .3.5 Earth/Ground Conductor — maintains support structures at ground potential and provides a supplementary return path for traction current.
4.1.4 Support Equipment — includes all equipment utilized in putting a catenary system in its optimum place for maximum current collection and efficient mechanical operation.
4.1.4.1 Wayside Poles — nave been supplied in many shapes and materials depending on route criteria, such as soil composition, climate, surroundings and load. The most universal has been a H section wayside pole with welded based plate which is bolted to a cast-in-place concrete footing. Support structures for specialized applications have taken the form of both tapered and fixed diameter tubular steel, wood and/or concrete poles, steel lattice type structures used along or as portal legs, and box-frame or octagonal steel forms. Support structures can be installed in a myriad of ways, also depending upon on-site criteria. In addition to bolted base poles mounted on cast footing, tubular poles can be directly embedded with native soil back fill or inserted into a concrete sleeve placed in a previously augured hole, which can then be sealed, back filled and guyed as situations merit.
4.1.4.2 Portal Structures — are used where the wire alignment is critical such as heavy wind conditions and curvy track or where multiple tracks are to be used in heavy congested areas such as New York City. Latest proposed designs incorporate fiberglass braced strut structures for bridge cross beams and poles to reduce weight and wind resistance.
4.1.4.3 Registration Assemblies — include cantilever brackets, cross-spans/head-spans, pull-off assemblies and bridge/tunnel steady assemblies.
Registration equipment in single or two-track areas is generally composed of single cantilever brackets attached to support poles positioned along side or between tracks depending upon the available clearance. Cantilevers are best constructed using standard round galvanized tubing for diagonal and top-tube members (in curve locations), assembled by means of U bolt-type clamps which allow quick, secure assembly and easy-on site adjustment during registration and commissioning. Cantilevered tubing can be affixed to the support structure through a series of H beam clamps of stainless steel strapping, which allows secure attachments which can be readily adjusted if necessary. Electrical insulation, within the cantilever frame itself, can be either porcelain or non-ceramic. Non-ceramic insulators are a preferable choice if construction equipment has a space premium, track possession time is at a minimum, visual impact is a priority, or vandal activity is high. Messenger wire can be supported either at or from the diagonal or top tube, depending on specific load requirements of the project. Contact wire registration is performed by use of steady arms designed to accept the clearance envelope of the vehicle pantograph. Steady arms can be attached directly to diagonal cantilever tubing for tangent applications, and to a horizontal registration tube in most curve
Proposed Manual Changes 209
applications. Cantilevers designed for auto tensioned catenary are equipped with hinges at the pole face to allow the cantilever assembly to swing horizontally with temperature change, and with integral swivel fittings at the messenger and contact wire attachments.
4.1.4.4 Cross-Span/Head-Span Constructi«m — is generally used where more than two trucks are present, usually in maintenance/marshalling yards. Construction is accomplished through stringing one or more stranded steel cables from one support pole to a companion pole on the opposite side. A single cable is referred to as a cross-span, while a multiple cable system, generally with the bottom cable suspended in a horizontal position, is called b head-span. The cable assembly, which is usually made up beforehand is insulated at each pole and at either side of each catenary with appropriate porcelain or non-ceramic insulation. Messenger suspension clamps and contact wire registration assemblies are attached to each head-span/cross-span with simple eye attachments to U-bolted clevis clamps, which can be placed anywhere along the cross-span wire.
4.1.4.5 Pull-Off A.s.semblies — provide horizontal registration, but not vertical support, to the catenary where sharply curved track is encountered. Pull-off assemblies are constructed from one or more stranded cable assemblies (also pre-prepared), one end of which has a steady arm to register the coiiiact wire and a messenger clamp to position the messenger, with the other end attached lo a pole or other structure. Connecting hardware is similar, if not identical, to that hardware used in cross-span and cantilever construction.
4.1.4.6 Tunnel/Bridge Registration Assemblies — can be as simple as flexible steady assemblies suspended from fabricated steel brackets at the face of bridges and tunnel/bridge deck, or as complex as support of an entire cantilever-type assembly from a roof-mounted steel bracket, depending on the clearances and track curvature existing at each tunnel/bridge location.
4.1.4.7 In-Span Catenary Supports — include catenary hangers, used to support auxiliary and/or contact wire from messenger. Crossing assemblies, used to allow cross over of intersecting catenaries, and spreader/knuckle assemblies, used to keep catenaries which are at close proximity to one another at their proper spacing and level.
4.1.4.8 Terminating As.semblies — which include guy anchors used to support poles, fixed deadenil arrangements used where fixed catenary is applied, counter weight/cylinder arrangements used where auto tensioned catenary is applied, and midpoint arrangements used to firmly locate the center point of a constant tension catenary.
4.1.5 Sectionalization Equipment — is made up of three equipment areas:
4.1.5.1. Section Insulators — are elector-mechanical assemblies installed at various points of the
catenary configuration to segment the entire catenary system, either for purposes of energi/alion de- energization for maintenance reasons or to designate "end points" for specific catenary feeding arrangements. These two types of applications are called bridging and non-bridging arrangements, both of which isolate one section of catenary from another by means of an insulating member at the same point in both the contact and messenger conductors. All hardware is designed to allow smooth pantograph underrun and a minumum of assembly oscillation and/or vibration. Non-bridging .section insulators are fitted with arcing horns which draw and extinguish any arc created during the passage of the pantograph from the live contact wire to the dead insulating member. These arcing horns arc present at both the leading and trailing edges of the section insulator assembly, and their lengths are such that passing pantographs cannot energize an adjacent catenary section which has been de-energized. Bridging section insulators are equipped with overlapping runners at both the trailing and leading edges of the section insulator in place of arcing horns which allow a vehicle pantograph to pass from one energized section of catenary to another without discontinuity of power supply.
4.1.5.2 Phase Brakes — are assemblies that separate catenaries of different voltage or phases from one another. This is required for substations using the same utility feed, but at opposing phases to one another, or on systems where multiple voltage levels or different feed .sources are present. The phase
210 Bulletin 714 — American Railway Engineering Association
break assembly uses similar components as those used in section insulators. In theory, most phase break assemblies are two non-bridging section insulator assemblies separated by a portion of catenary which has been grounded, which is also equipped with an arc trap arrangement to extinguish any electrical arcs created as the pantograph head traverses from the live catenary to the dead portion.
4.1.5.3 Isolation Switches — can be used in a variety of configurations, and are used in tandem with section insulators to isolate a section (or sections) of catenary to allow maintenance or inspection. Isolation switches can be non load-type or can be capable of opening under load conditions . Depending on their application, isolation switches can either be open air-type mounted on wayside poles, or in metallic or nonmetallic enclosures which can be attached to wayside poles, maintenance shop walls or in entirely free standing enclosures. Enclosed switches can be supplied with either internal or external operating handles with sundry features such as electrical and/or mechanical interlocks, padlocking features, switch mode viewing windows, weatherproof gasketing and louvering for venting purposes.
Notes
Notes
Notes
Notes
as^Wii
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AMERICAN RAILWAY ENGINEERING ASSOCIATION
BULLETIN 716 !A VOL. 89(1988)
MAY 1988
ROOM 7702
50 F St., N.W.
WASHINGTON, D.C. 20001
U.S.A.
CONTENTS (Details Inside)
Presentations to 1988 A.R.E.A. Technical Conference Published as Information by Committees
MAY 1988
217 301
1^
BOARD OF DIRECTION 1988-1989
President
S. J. McLaughlin. Assistant Vice President — Engineering, Union Pacific Railroad, 1416 Dodge St., #1000, Omaha, NE 68179
Vice Presidents
J. R. Clark. Chief Engineer Maintenance of Way, Consolidated Rail Corp., Six Penn Center Plaza, Philadelphia, PA 19104
D. E. TuRNEY, Jr. Chief Engineer — Line Maintenance, Norfolk Southern, 99 Spring St., S.W., At- lanta, GA 30303
Past Presidents
H . G . Webb . Chief Engineer, Atchison , Topeka & Santa Fe Railway, 4 1 00 S . Kedzie Ave. , Chicago , IL 60632
W. B. Peterson. Vice President — Production, Soo Line Railroad Co., Box 530, Minneapolis, MN 55440
Directors
C. J. Burroughs. Chief Engineer, Denver & Rio Grande Western Railroad, Box 5482, Denver, CO 80217
C. E. GiLLEY, Assistant Chief Engineer — Structures, Atchison, Topeka and Santa Fe Railway. 4100 S.
Kedzie Ave., Chicago, IL 60632
B. J. Gordon. Chief Engineering Officer, Consolidated Rail Corp., Six Penn Center Plaza, Phil-
adelphia, PA 19104 G. L. MuRDOCK. Chief Engineer, Southern Pacific Transportation Co. , One Market Plaza, Room 1007,
San Francisco, CA 94105 R. RuizC. , Assistant General Director, Track and Structures, Ferrocarriles Nacionales de Mexico, AV.
Jesus Garcia 140,9°Piso, Ala"A",ColoniaBuenavista, DelegacionCuauhtemoc, 06538 Mexico
D.F., Mexico
D. L. BoGER, Vice President — Engineering, Chicago & North Western Transportation Co.. 165 N.
Canal St., Chicago, IL 60606
E. J. Rewuckl Deputy Chief Engineer, Canadian Pacific Rail, Windsor Station. Room 401. P.O. Box
6042, Station "A", Montreal. Quebec H3C 3E4, Canada
C. P. Davis. Vice President — Engineering, Illinois Central Railroad, 233 N. Michigan Ave. , Chicago.
IL 60601 G . E . Ellis . Asst . Vice President/Chief Engineer , Amtrak . 2000 Market St .. 6th Floor , Philadelphia, PA
19103 W. E. Glavin. System Chief Engineer. Burlington Northern Railroad. P.O. Box 29136. Overland Park.
KS 66201 W. S. Lovelace, Asst. Vice President — Engrg. & Planning. Norfolk Southern, 8 N. Jefferson St.,
Roanoke. VA 24042
D. G. MacLennan, Assistant Chief Engineer-Track. Canadian National Railways. 935 de La Gauche-
tiere St., West, P.O. Box 8100, Floor 13, Montreal. Quebec, H3C 3N4, Canada
Treasurer W. B Dwinnell III, Chief Engineer, Long Island Rail Road, Jamaica Station, Jamaica. NY 1 1435
HEADQUARTERS STAFF Executive Director
Louis T. Cerny. 50 F St., N.W., Washington. DC. 20001
Manager — Headquarters JuDi Meyerhoeffer. 50 F St.. N.W.. Washington. D.C. 21X101
Director of Engineering
Thomas P. Smithberger. 50 F St.. N.W.. Washington. DC. 20001
RAILWAY ENGINEERING- MAINTENANCE
SUPPLIERS ASSOCIATION, INC.
REMSA and its More than 250 Member Companies Stand Ready to Serve tlie Railroad Industry's Needs
President AVON LANE
Fairmont Railway Motors, Inc.
First Vice President D. A. HIMES
NORDCO
Second Vice President JON SCHUMAKER
Pandrol, Inc.
Treasurer K. E. AULT
Sperry Rail Service
Secretary
J. W. NEUHOFER
Plasser American Corp.
Executive Secretary J. J. STALLMANN
Railway Engineering-Maintenance Sup- pliers Association, Inc. member companies listed on the following pages, and its pre- decessor organizations, are justifiably proud of their unique record of nearly a century of dedi- cation to supplying the World-Wide Railroad industry.
For nearly 100 years, REMSA members have joined with the railroads to develop new, sophisticated and dynamic machines, equip- ment and supplies sorely needed to answer the increasing pressures for technological ad- vances to meet the challenge of current and future railroad engineering and maintenance problems.
As the railroads continue upgrading rights- of-way and their general program of more thorough maintenance, REMSA members stand ready to supply the massive amounts of tools, equipment, machines and supplies needed for the tremendous task.
REMSA's periodic International Exhibits of railroad work equipment and products re- present another service to the railroad industry.
REMSA IS PROUD TO PRESENT THE HONOR ROLL OF ITS MEMBERS IN THE FOLLOWING PAGES
HONOR ROLL of REMSA RAILWAY Engineer
A. DEHE STE DES ENTER Verslraeten
AAR/TRANSPORTATION TEST CENTER J. R Lundgren
A & K RAILROAD MATERIALS. INC John Boisdore
ABC RAIL CORP D T Hams
ABEX CORP , Amsco Welding Products R. L Chavanne
AEROQUIP CORP HA. Pullis
ALGOMA STEEL CORP. LTD Alex Stewart
ALLEGHENY RAIL PRODUCTS W. B Collins
ALL GOOD MANUFACTURING CO., INC G. T. Blackwell. Jr.
AMERICAN CYANAMID CO Thomas E. Plin
AMERICAN EQUIPMENT CO T. L. Mabry
AMERICAN HOIST & DERRICK CO WE Kalfas
AMERICAN RAILROAD MAINT EQUIP., INC L. E Spencer
ASPLUNDH CO F. B. Grant
ASTRALLOY WEAR TECHNOLOGY J. W. Welsh
ATLANTIC RAILROAD SUPPLY CO J Gavin
ATLANTIC TRACK & TURNOUT CO J. L Schafer
ATLAS RAILROAD CONSTRUCTION CO W M Stout
AUTO CRANE CO S. Oden
AZCON CORPORATION C. Fred Francis
BHP RAIL PRODUCTION INC M. L. DeBonny
BK RAILWAY SUPPLY CO R. H. Katzenberger
BALLAST TOOLS. INC B. Aden
BEREMA. INC David Logan
BERMINGHAMMER CORP., LTD MA. Fine
BETHLEHEM STEEL CORP ED. Johnson
W. M. BRODE CO R W Brode
BROWN RAILROAD EQUIP D. L Brown
BTR RAIL FASTENER, INC J. R. S Baxter
BURKE-PARSONS-BOWLBY CORP G M. Titus
BURRO CRANE. INC C. G. Edwards
CF&I STEEL CORPORATION R T Binder
CALDWELL CULVERT CO K. A. Wingfield
CALORITE R. A. Wood
CAMCAR-TEXTRON J Kostka
CAMP SYSTEMS. INC. Rail Transport Systems Div D J. Ryan
CANADLMM SHUTTLE WAGON LTD R Dorion
CARDINAL FASTENER & SPEC. CO.. INC Collin Petrovich
J. \ CASE CO M. C Zoromsld
CATERPILLAR TRACTOR CO Lan^ Lau
CENTRAL MANUFACTURING CO Jack Highfill
CHASE PRECAST CORP Peter ONeil
CHEMETRON CORPORATION G. D. Schmolke
CHEMI-TROL CHEMICAL CO Tom Dudley
CHRIS CONSTRUCTION CORP T. Chnstenson
CLEVELAND TRACK MATERIAL. INC W. H. Willoughby
COGIFER INC G. L. Todd
CONLEY FROG & SWITCH CO W. C. Reilly
CONTECH CONSTRUCTION PRODUCTS, INC C. B. Day
COSGROVE ENTERPRISES. INC J- C. Cosgrove
CUMMINS ENGINE CO. . INC Mike Clancy
CXT SYSTEMS CORP J G. White
DAPCO INDUSTRIES. INC DA. Pagano
DAVIDSON-KENNEDY CO J A. Isaacs
DEERE. JOHN Nick Stahl
DEISTER ELECTRONICS USA J Canfield
DESQUENNE-GIRAL J- C Fouilland
DETZEL CONSTRUCTION C. T Hundley
DEUTZ CORPORATION M Cooper
DIFCO INC R J Ward
DISC-LOCK INTERNATIONAL A. N. McKinlay
DIVERSIHED METAL FABRICATORS, INC D S Davis
DOW CHEMICAL USA W. Betsch
E. 1 DUPONT deNEMOURS & CO T. L. McDaniel
DU-WELL STEEL PRODUCTS CO Ivo Zoso
EASTERN RAILWAY SUPPLIES INC J. W. Samson
E/M CORPORATION O J. Lovell
ERCON DEVELOPMENT CO W. Les Thompson
ESCO-EQUIPMENT SERVICE CO T. L Hoffman
THE ESSCO COMPANY R. D Jackson
FAIRMONT RAILWAY MOTORS. INC Avon Lane
FERROSTAAL CORPORATION P H Elling
FOSS MANUFACTURING CO . INC B. L Jeffrey
L B. FOSTER CO Dean A Frenz
FOUNDATION EQUIPMENT CORPORATION Alan MacKinnon
FULTON SUPPLY CO Idus O Cooper
GENERAL AFHLIATES CORP Lawrence Sass
GENERAL RAILWAY SIGNAL CO J W Rafferty
GKN WOODBINE INC J D Teague
GOODYEAR TIRE & RUBBER CO D E Johnson
THE GRADALL CO Gary Norman
HABCO-LORAM, INC D E. Home
ing — Maintenance Suppliers Association, Inc.
HENRY BOOT RAILWAY HNGR LTD DM. Ingham
HERCULES ENGINES INC D. W. Manning
HERZOG CONTRACTING CORPORATION R L Poggemiller
HI-RAIL CORPORATION W. A Piccin
HOECHST FIBERS IND D. B. Wedding
DONALD J HOGAN & CO D. J. Hogan
HOLLAND COMPANY R H. Walsh
HOLLEY ENGINEERING CO J D Hollcy
HOVEY INDUSTRIES LTD L. G. Moar
HUCK MANUFACTURING CO Randy Rape
HYDRO-AIR ENGINEERING INC M D Conforti
lEC-HOLDEN LTD W. M. Zacharkiw
IMPULSORA TLAXCALTECA DE INDUSTRIAS. S.A de C.V Dr. S Dondich R
INDUSTRY-RAILWAY SUPPLIERS INC N J. Gegorich
INDUSTRIAL TRACK SUPPLY CO R M. Burrous
INTERNATIONAL GUNITE, INC M. P. Uy
INTERNATIONAL TRACK SYSTEMS A. E. Carey
IRON HORSE ENGR. CO. INC W. Moortiead
ISRINGHAUSEN RAILROAD PRODUCTS, INC D. Isringhausen
JACKSON JORDAN. INC D J Donahue
JANES TRANSPORT PRESS Ken Harris
JOHN DEERE NAT SLS G. C. Walter
T. C JOHNSON COMPANY T. C. Johnson
JOHNSON RAILTECH CORP T. C. Johnson
KAMEN SCIENCES CORP B. W. Baxter
KENNAMETAL. INC Andy Mayer
KERSHAW MANUFACTURING CO.. INC Royce Kershaw
KNOX KERSHAW. INC R K. Matthews
KOPPERS COMPANY, INC R L. Lantz
LANDIS RAIL FASTENING SYSTEMS, INC R. J Quigley
LASER ALIGNMENT. INC H. J. Lanning
LEWIS BOLT & NUT CO DO. Hansen
LEWIS RAIL SERVICE CO R L. Uwis
LISTER-PETTER. INC Mark Knowles
LITTLE GIANT CRANE & SHOVEL INC Jerry Heckman
LONESTAR MONIER CONCRETE TIE CO Peter Urquhan
LORAM MAINTENANCE OF WAY, INC G. A. Farris
LORD CORPORATION C. C. Moore
M & W TOOL COMPANY J E. Crowell
MACCAFERRI GABIONS. INC A. D. CrowhursI
MCKAY RAIL PRODUCTS LA. Sheppard
MIDWEST STEEL CORPORATION J- F. Guilfoyle
MILWAUKEE WIRE PRODUCTS L. E. Eberhardt
MINER ENTERPRISES. INC J G. Stark
MISSISSIPPI VALLEY EQUIPMENT CO R. H. Whisler. Jr
MISSISSIPPI SUPPLY COMPANY C. Gush
MITCHELL EQUIPMENT CORPORATION E. J. Lovin. Jr
MOBILE INTERNATIONAL CO. . INC E. L. Brace
MODERN RAILROADS R- P DeMarco
GEISMAR-MODERN TRACK MACHINERY. INC J. W. Fox
MONIER LIMITED N. D. Knowles
MONSATO CO Wm. A. Gass
MOORE & STEEL CORPORATION S. M. Lounsberry. Jr.
MORRISON-KNUDSEN CO.. INC -I G. Fearon
MORRISON METALWELD PROCESS CORP G. L Smith
GEORGE MOSS PTY. LTD J D. Rowc
NATIONAL TAMPCO. INC Edward Gregg
NATIONAL RAILROAD CONST. & MAINT. ASSOC.. INC D Foth
NATIONAL TRACKWORK, INC Victor Howcnon
NELSON IRON WORKS M K McCoun
THE NOLAN COMPANY James A Gowan
NORDCO DA Himes
NORTON COMPANY DP Dodd
NOTRAK LIMITED A.J. Tunmglcy
NUCOR CORPORATION D. L. Samuelson
OCEAN COATINGS. LTD J B. Ledingham
THE OHIO LOCOMOTIVE CRANE CO R W Wentz
OHIO MAGNETICS DIV. MAGNETICS INTER. INC WD Jarosz
ORGO-THERMIT. INC J D. Hines
OSMOSE K.J. Norton
PACIFIC GRINDING WHEEL CO.. INC R J Olscn
PANDROL. INC J- Schumakcr
PARK RUBBER CO Brent Miller
PETTIBONE CORP -RAIL PROD. DIV Roy E Kotz
PILECO. INC Otto Kammercr
PLASSER AMERICAN CORP J W Neuhofer
S. A. FRANZ PLASSER CO W. Hammeric
POCKET LIST OF RR OFFICIALS M Todor
PORTEC INC , RWY MAINT. PROD. DIV B. G Hudson
POWER PARTS SIGN CO Bill Bond
PRESTO PRODUCTS. INC Gary Bach
PROGRESSIVE RAILROADING Frank Richler
REMSA Member Companies, Cont.
BERT PYKE LIMITED C. E. Pyke
RACINE RAILROAD PRODUCTS. INC V G, W Christiansen. Jr.
RAFNA INDUSTRIES. LTD G. W. Frail
RAILMASTERS TRACK ABRASIVES J. Baker
RAILROAD FRICTION PRODUCTS CORP E. W. Kojsza
THE RAILS COMPANY G. N. Burwell
RAILTRACK SERVICES. INC F Felder
RAILWAY TRACK-WORK CO Nils Lind.
RAILWAY PRODUCTS DIV./TEMCO R. C Crosby
RAIL-WEL. INC H. Dolder
REFORESTATION SERVICES. INC G. E. Liming
RIEDEL OMNI PRODUCTS, INC R. G. Nuning
REINFORCED EARTH COMPANY DP McKittnck
REPUBLIC DRILL CORP Peter Field
ROAD MACHINERY & SUPPLIES CO DA. Benson
ROCKFORD BOLT & STEEL CO R. L. LyIe
RUSSELL RAILWAY SUPPLY H. F. Russell
RWC. INC J B. Roy
SAB HARMON INDUSTRIES, INC R. G. Clawson
S.E.I Jacques Darre
SIGMA AIR CONDITIONING INC J. A Lindgren
S.N.C.F Jean Phillippe Bernard
SRS AMERICA CO . INC Lars Persson
SSI/ACD MOBLEY CO Ancil Boatman
SAFETRAN SYSTEMS CORP R. H. Welsh
SATEBA INTERNATIONAL S. A Cazenave
H A. SCHLATTER AG S. Kunz
SCHROEDER BROTHERS CORP W. J. Donoughe
SEATTLE STEEL INC Jan Ramaker
SENECA RAILROAD & MINING INC J. E Miller
SHANNON & WILSON INC Gerry Miller
SHUGART MANUFACTURING INC F. L Shugart
SIGMA AIRCONDITIONING. INC J. A Lindgren
SIMMONS-BOARDMAN PUBLISHING CORP W J Semioli
AB & SJOLANDERS SMIDES & MEKANISKA VERKSTAD Enk Sjolander
STANELY H SMITH & CO , INC Joseph Huzl
SOUTHERN MACHINE PRODUCTS. INC R H. Francis
SPENO RAIL SERVICES CO V. R Temll
SPERRY RAIL SERVICE K E Aull
STANLEY HYDRAULIC TOOLS Julie McLaughlin
STRATOFLEX INC J. L. St. John
STRUCTURAL RUBBER PRODUCTS CO JO Whitlock
SWEDISH RAIL SYSTEM AB SRS Ingvar Svenssib
SWINGMASTER CORPORATION Jerry Rakowski
SZARKA ENTERPRISES. INC P J Szarka
TAMPER CORPORATION J. C. Hartford
TELEWELD INC J. M. Rithmiller
TEMPLETON. KENLY & CO J Templeton
TIE/GEAR INTERNATIONAL James C Siano
TERRAZZO MACHINE & SUPPLY CO Peter Vinella
TIPCO. INC J. Tickens
TRACK RENEWAL ENGINEERING INC H. H. Moehren
TRACK & STRUCTURES PRODUCTS CO H. C Archdeacon
TradeARBED. INC Steve Caruso
TRAKLEASE. INC J. C. Hunsberger II
TRANSPORTATION PRODUCTS CO J D. Miller
TRUE TEMPER CORP Roger Morgan
UNION CARBIDE AG PRODUCTS. INC J. D Casseny
THE UNION FORK & HOE CO C E Gifford
UNIT RAIL ANCHOR CO DC. Tntes
UNITED STATES RAILROAD SERVICES, INC Ken MacKinnon
UNITED STEEL & FASTENERS. INC Ike Sargis
VALE-HARMON ENTERPRISES. LTD H J. Vale
VAPE S. A Carol T. Michel
VICKERS. INC J. B. Keir
VICTUALIC COMPANY OF AMERICA M.S. Cover
VIRGINIA RAILWAY SUPPLY CO., INC J P Smith
VULCAN MATERIALS CO J. K. Lynch
WARNING LITES OF ILLINOIS D. C. Donovan
WEBSTER WOOD PRES CO H L Finch
WELLINGTON INDUSTRIES, INC Rebecca E Stiles
WELLMAN INC - QULINE GEOTEX W R Thaler
WESTERN CULLEN HAYES. INC R L McDaniel
WESTERN SLING CO R Scott Andres
WESTERN STATES SUPPLY CO CW Turner
WESTINGHOUSE BRAKE & SIGNAL CO (AUSTRALIA) PTY. LTD C. L Kent
WINTERS RAILROAD SERVICE. INC E. R Winter
WOODBINE CORPORATION Paul Wnghl
WOODINGS-RAILCAR LTD D.N. Noseworthy
WOODINGS VERONA TOOL WORKS W. F. Siebart
OFFICERS 1987-1988 (Current March 14, 1988)
W. B. PETERSON
President
Vice President - Production
Soo Line Railroad
s. J. McLaughlin
Sr. Vice President
Assl. Vice President - Engineering
Union Pacific Railroad
J. R. CLARK
Jr. Vice President
Chief Engineer Maintenance of Way
Conraii
P. R. RICHARDS
Past President
Chief Engineer
Canadian National Railways
H. G. WEBB
Past President
Chief Engineer
Atchison, Tof>eka &
Santa Fe Railways
W. S. LOVELACE
Treasurer
Asst. Vice President -
Engineering & Planning
Norfolk Southern
L. T. CERNY
Executive Director
American Railway
Engineering Association
EMERY Tree Service clears the way
Now there's a modern, com- petitively-priced way to clear trees and undergrowth along railroad right-of-ways. The skilled, trained personnel of Emery Tree Service, working hand-in-hand with state-of- the-art equipment, make quick
business of troublesome — and potentially dangerous — overhanging or encroaching growth. High productivity is our constant goal — meaning bet- ter, faster, economical tree and brush removal for you.
For further information call in PA: (412) 963-8003; Toll Free out of state 1-800-541-3627.
EMERY TREE SERVICE
P.O. Box 11533 Pittsburgh, PA 15238
DIRECTORS 1987-1988
C. p. DAVIS
1986-1988
Vice President - Engineering
Illinois Central Railroad
W. B. DWINNELL III
1987-1988
Chief Engineer
Long Island Rail Road
C. J. BURROUGHS
1986-1989
Chief Engineer
Denver & Rio Grande
Western Railroad
C. E. GILLEY
1986-1989
Chief Engineer - Structures
Atchison, Topcka &
Santa Ee Railway
f
B. J. GORDON
1986-1989
Chief Engineering Officer
Conrail
G
L. MURDOCK
1986-1989
Chief Engineer
Southern Pacific
Transportation Co.
R. RUIZC.
1 986 -1 989
Assl. General Director
Track and Structures
Ferrocarriles Nacionales
dc Mexico
D. L. BOGER
1987-1990
Vice President - Engineering
Chicago & North Western
Transportation Co.
E. J. REWUCKI
1987-1990 Deputy Chief Engineer Canadian Pacific Rail
D. E. TURNEV, JR
1987-1990 Chief Engineer - Line Maintenance Norfolk Southern
SUPPLIERS OF
equipment and Quality Repair Parts
American Railway Engineering Association
Bulletin 716
MAY 1 988
Proceedings Volume 89 (1988)
CONTENTS
Double Slip Switches 212
Presentations to the 1988 A.R.E.A. Technical Conference
Presidential Address 21 7
Detection Method for Harmful Inclusions in Rail Steels 230
The Construction of the Channel Tunnel Linking the
United Kingdom and France 260
Concrete Tie Experience on the Burlington Northern 273
Recent Results in Track Buckling Research 281
Presentation on Heavy Axle Loads 297
Published as Information by Committees
Application of Robotics in the Railway Industry (Committee 16) 301
Economics of Ballast Cleaning (Committee 22) 320
Recruiting (Committee 24) 326
Cover photo: Looking East towards main passenger station, Toronto, Ontario, Canada. Photo by Peter Conlon
Published by the American Railway Engineering Association. January, March, May. October and December
50 F St., N.W , Washington, D.C. 20001
Second class postage at Washington, DC. and at additional mailing offices
Subscnption $56 per annum
Copyright © 1988
AMERICAN RAILWAY ENGINEERING ASSOCIATION All rights reserved (ISSN 0003—0694)
POSTMASTER: Send address changes to: AREA Bulletin, 50 F Street, N W . Washington, DC 20001
No part of this publication may be reproduced, stored in an information or data retrieval system, or transmitted, m any form, or by any means — electronic, mechanical, photocopying, recording, or otherwise — without the prior written permission of the publisher.
If v^urjob is maintenance of way,
theres a Safetran man nearly
ready to hdp.
As a buyer responsible for maintenance of way. getting the right kind of equipment in time at the right price IS enough to think about Now, thanks to Safetrans North American network of local representatives, our central- ized factory and two stocking warehouses, you wont have to think twice about stocking problems, delivery or on-going service
Safetran reps are part of a network spanning North America that's geared to run as smoothly as our maintenance of way equipment A Safetran rep near you IS trained in your maintenance of way needs, and he's backed by our excellent factory support So whether you're ordering a Safetran Model C Track Wrench (an industry standard), a value-engineered Dual Spike Driver or even a custom tool, your local Safe- tran rep can reaiiv dei've'
Call or write Safetran or your local Safetran rep for our complete maintenance of way catalog and price list.
MEXICO:
GENERAL AFRUATES CORPORATION
Mr Latrv Sass
1 100 Lou sia-^a Suite 4-150
Houston TX ""002
"13 651 -040 J
Fa» "13 651 9823
REPRESENTATIVES
EASTERN RAILWAY SUPPLIES, INC,
Mi Bui Scott
28 Mam Street
Kingston. NJ 06528
609924-7880
ATLANTIC RAILROAD SUPPLY COMPANY
Mr James Gavm
PC Box 280
LaGrange IL 60525
305 793-9377 (Flonaa)
CANADA:
CANREP MORSE INC.
3"45Sl Jacoues Sireet West
Montreal Oc H4C 1H4
514 933-6741
Telex 055-60819
416625-5161 Telex 06-961460
I i:r:V.']:i j:i ■
REPRESENTATIVES WAREHOUSES
STANLEY H. SMITH & CO
^ 0 Box 566 350 Menrtonai Dnve \cnolasviile, KY 40356 t506 885-3353
DONALD J HOG AN Ca
Posen, IL 60469 312371-3360
Safetran Systems
4650 Main St. N.E.
Minneapolis. MN 55421
61 2 572-0466 TWX : 629-1 3307
Consistent Grease Delivery
D in all temperatures
D with any grade of grease
D under constant, heavy use
The 961 Intelligent Rail Lubricator uses AC or battery power . . . new wheel detector under base of rail ... proven in installation. Get complete details and ordering information by writing or calling:
tj
Moore & Steele Corporation
P.O. Box 189, Owego, NY 13827 Toll free (800) 722-9960
Patents Pending
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DOUBLE SLIP SWITCHES
Double slip switches are designed for places where the maximum operational flexibility between tracks is desired in the shortest possible longitudinal distance. For example, on a four track line with 14' track centers, to give access in both directions from each track to all other tracks using only standard # 10 turnouts, a longitudinal distance along the main track of about 960 ft. would be required. Using one diamond to form a double crossing between the two center tracks reduces this distance to about 640 ft. Using four double-slip switches, per AREA plan 814-55, in addition to four regular No. 10 turnouts and a diamond allows all moves to take place within a distance along the line of only 484 ft.
While the longer distance mentioned would not be a problem out in rural areas, such distance might not be available in yards and at approaches to multi-track terminals, or where junctions are congested, and there the double-slip switch provides a distinct advantage.
The advantages of the double-slip switch must be balanced against the additional moving parts they require and the need to keep an inventory of specialized parts. Using only conventional turnouts, the 960 ft. long arrangement between four tracks mentioned above requires 24 moving points. With double slip switches 40 moving switch points plus 16 movable center points must be maintained, as well as all the rods and signal apparatus needed to make sure the moveable components are in their proper location for the safe passage of a train. Because these double slip switch parts are in close proximity to each other, they are difficult to maintain, either in replacing components or for tamping. When the need to keep the moving parts of the double slip switches operating during snowfall is added, it can easily be seen why track layout designers require an exceptional set of circumstance before resorting to double-slip switches to save space.
Where double slip switches are common, such as around busy passenger terminals in the largest eastern cities, track forces skilled and experienced with double slip switches can routinely keep them operating without problems. Illustrated above, on the facing page, and on the cover, in photos take by PeterConlonof the A.A.R. Research and Test Department, is such a location in Toronto. Ontario at the western end of the main passenger terminal, busy with VIA through trains and GO commuter trains as well as through freights.
Detailed drawings of A.R.E. A. recommended practices for double slip switches using No. 8 and No. 10 frog angles can be found in the A.R.E. A. Portfolio of Trackwork plans which is available from AREA, headquarters. The Portfolio is revised and kept current by AREA. Committee Five.
212
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OMNI
SHiMLESS FULL DEPTH RUBBER CROSSING
Meeting The Challenge With The Best Grade Crossings Available
The OMNI Shimless Rubber Grade Crossing system is an innovative solution for new or rehabilitated grade crossings. The OMNI system can be made to fit any track structure located within the crossing limits, including turnouts and cross- overs. The full depth panels are fastened directly to the ties forming a watertight surface with a continuous flange-way gutter to control surface water.
OMNI Panels
♦ The most cost effective crossing available.
♦ Fast and easy to install, and virtually maintenance free.
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♦ Industry's leading warranty.
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♦ Three plants to sen/e your needs.
RIEDEL ^^^^^^^^^
OMNI
PRODUCTS, INC
RO. Box 5007, Portland, Oreson 97208-5007 For your nearest OMNI Sales Rep., ca 1-800-334-0004
PRESENTATIONS TO THE
A.R.E.A. TECHNICAL CONFERENCE
CHICAGO, ILLINOIS
MARCH 14, 15 and 16, 1988
ALLEGHENY INSULATED JOINTS
HAVE STAYING POWER YOU CAN FIT EM & FORGET EM.
Allegheny Bonded Insulated Joints
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• Epoxy Bonded for Long Life
• Supplied Shop Assembled into Plugs or as Kits
for Customer Application
• Special Joint Bars Available
New Epo«y Filled insulation Combines Highest D«eieclnc Strength with Impact Resistance
TEMPRANGE Adhesive w-th F.tieen in-Track Years of Service Now Has Zmc Chromate Co InhihitQf and Evei ighef Strength
Top R.b Provides Lift tor Mechanized Trach Tamping and Lining Equipment
I Allegheny "TOUGHCOAT ID Insulated Joints
F
i
• Rugged Steel Bar Insulated With Specially Formulated Urethane
• Large Wheel Flange Clearance
• High Impact Resistant Glass
Epoxy End Posts
Entire Surface ot TOUGHCOAT Joint Bar Cores are Sandblasted to Whit( Metal and then
Corrosion Resistam Adhesive prior to Encapsulatton to Prevent Peeling Assures Extremely Loog Lite
Heat Treated Oval Neck Track Bolts Pin Bolts are also available and used wtthout Lock washers
^r2■• Thtck a ■
2 Wide Steel Washer Plates
TOUGHCOAT Polyurf by Temper;
Sunhghi — Mo«s(ure - ■r Env
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J
PRESIDENTIAL ADDRESS
By: Warren B. Peterson*
Introduction
Officers, directors and members of the American Railway Engineering Association, special guests, ladies and gentlemen, welcome to the 1988 Annual AREA Technical Conference.
I am pleased and very honored to have the privilege of addressing you as president of the American Railway Engineering Association and to take this opportunity to briefly review the past year's activities and share with you some of the issues, concerns and opportunities we have before us.
Although the AREA is an organization of individual professionals, we have a very imjjortant relationship with the railroad industry and the associated equipment and supply industries. The work we do in meeting our objective for "... the advancement of knowledge pertaining to the scientific and economic location, construction, operation and maintenance of railways"' can and must prove mutually beneficial to both the rail transportation industry, railroad construction and maintenance engineers and this organization's membership.
Railroad Operating Statistics^
In order to focus somewhat on the current status of the railroad industry and to establish a persp)ective of AREA' s relationship, I would like first to highlight some key performance indicators to show changes or trends in railroad freight operations, revenues and productivity that have taken place in the last five years.
RAILROAD OPERATIONS
Millions
Total
|
22- |
20.81 |
||
|
20- |
19.013 |
||
|
18- |
H |
■ |
|
|
■o |
|||
|
S |
16- |
^^^^1 |
^^^1 |
|
(0 |
^^^^^H |
^^^^H |
|
|
c |
|||
|
a |
14- |
^^^1 |
^^H |
|
~ |
^^^^^H |
^^^^H |
|
|
O |
12- |
^^^1 |
^^H |
|
m |
^^^^^H |
^^^^H |
|
|
"O |
^^^^^H |
^^^^H |
|
|
o |
10- |
^^H |
^H |
|
B |
8- 6- 4- 2- |
1 |
1 |
|
0 |
|||
|
1983 |
1987 |
+9.5%
Coal
5.276
5.811
+10.1%
Grain
1.377 1.505
+9.3%
1983 1987
1983 1987
Figure 1
Source: Association of American Railroads
As indicated in Figure 1 , railroad operations as measured by carloads originated have increased approximately 9.5 percent from 19.0 million in 1983 to a total of 20.8 million in 1987. Coal and grain have been two of the leading growth commodities with increases of 10.1 percent and 9.3 percent respectively in this same five-year period.
'President, American Railway Engineering Association. 1987-1988. Vice President Production. Scxi Line Railroad
217
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Paper by Warren B. Peterson
219
RAILROAD OPERATIONS
Million
Ton-Miles Carried
941,307.000
900,000 800,000-
3,000 - 2,000- 1,000-
+13.7%
828,275.071
Tons Originated
,^^^„, 1,375.000 1,292.607
1983
1987
Figure 2
1983 1987
Source: Association of American Railroads
The related transportation service indicators. Figure 2, have increased as well but not quite in the same proportion. For example, total tonnage originated increased 6.4 percent from 1 .3 billion to 1 .4 billion even though corresponding carloads showed a 9.5 percent increase. The critically important measure of revenue ton-miles carried, however, moved up over 1 3 percent from 828.3 billion ton-miles
ANNUAL FREIGHT REVENUE
(Constant $)
Million $ 22,000
18,000-
$21,310
$19,052
10.6%
1983
Figure 3
1987 Source: Association of American Railroads
220
Bulletin 716 — American Railway Engineering Association
in 1983 to 941 .3 billion ton-miles in 1987. Increased tonnage combined with longer hauls produced a record 941 billion ton-miles of freight moved by major U.S. railroads in 1987.
Despite a very significant 13.7 percent increase in ton-miles carried, freight revenues. Figure 3, fell by 10.6 percent from $21.3 billion to $19.0 billion over this same five-year period. In spite of attaining a record level of freight movement, this decline in revenues clearly reflects the increasingly greater competitive pressures in the transportation marketplace.
ROUTE MILES OPERATED
(Total)
169,862
155,488
-8.5%
1983
Figure 4
1987 Source: Association of American Railroads
The railroad industry, including maintenance and construction engineers, have reacted to the resulting diminished profit margins in this five-year period. Route miles operated. Figure 4, were reduced from 169,862 miles to 155.488 miles or 8.5 percent. At the same time, total employment dropped neariy 23 percent from 322,000 in 1983 to 248,300 in 1987 as shown in Figure 5. A corresponding reduction in maintenance of way and structure employment was made equivalent to approximately 13,700 employees or 21.3 percent of the 1983 total.
Resulting cost reduction measures due in part to an 8 percent decrease in route miles and a 23 percent decline in total employment have produced major improvements in productivity. Figure 6, including a 24 percent increase in track density as measured by revenue ton miles (RTM) per mile of road and an impressive 47 percent increase in labor productivity as measured by the ratio of revenue ton miles per employee.
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222
Bulletin 716 — American Railway Engineering Association
EMPLOYMENT
(000) 350
300- 250
1^ 2001
o
ex
^ 150 100-
50-
322.0
64.2
■ Total
a MM&s
248.3
50.5
•22.9%
■21.3%
1983
Figure 5
1987 Source: Association of American Railroads
The fact is, however, that in view of anticipated minimal levels of economic growth, competitive pressures will continue to force reductions in profit margins making it mandatory that the railroad industry utilize all available resources to further advance productivity and continually increase and improve asset utilization.
PRODUCTIVITY
(000) 7,000
6,000
5,000-
4,000
3,000
2,000-
Track Density RTM/Mile of Road
6,054
+24.2%
1,000
Labor Output RTM/Employee
3,791
2.572
+47.4%
1983
1987
1983
1987
Figure 6
Source: Association of American Railroads
Paper by Warren B. Peterson
223
AREA Resource Potential
The American Railway Engineering Association presents what I believe to be a very significant industry resource affording a unique concentration of professit)nal engineering experience and technical knowledge having the capability to study, analyze and define technical problems on an industry-wide basis and to establish recommendations that are both economic and produciive.
The total membership of our Association, Figure 7, now stands at 4,248 members, a 6 percent increase over the 1983 level. This increase was attained in spite of a 21 percent reduction in maintenance of way & structures employment over the same five-year period. In addition, it is important to note that in this same time frame technical committee membership increased over 19 percent from a total of 1 ,333 members in 1983 to 1 ,590 in 1987 due in part to the addition of two new committees, 2 — Track Measuring Systems and 12 — Rail Transit.
AREA MEMBERSHIP
D Technical Committees ■ Total
4,248
1983
1987
Figure 7
Not only have our Technical Committees shown growth in terms of real numbers but committee chairmen have taken significant steps to drop those not participating and to add new members having potential for greater committee contributions. Further, the Board of Direction this year implemented a new policy designed to expedite committee balloting procedures and, most importantly, to ensure appropriate committee member response and participation.
The net result should prove extremely beneficial in attaining a much higher level of membership participation in helping to achieve committee goals and objectives. F^or perspective, our current technical committee membership of 1,590 members committing only one percent of their lime represents a potential resource of over 5,8(X) man-days annually.
The product of our committees, be it in the form of updated manual revisions, publications, presentations or reports, is the keystone to the effectiveness and success of AREA and most importantly the attainment of our stated objectives. We have, I believe, an excellent and highly qualified group of committee officers who have demonstrated a committment to achieving these results.
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Paper by Warren B. Peterson 225
Technical Committees
area's 23 working committees all have important and timely assignments that will serve to advance both the scientific and economic knowledge of the railroad engineering profession. Time does not allow a review of all the major ongoing projects and accomplishments; however, the following will provide a sample of some of the excellent committee accomplishments attained this past year:
• Committee 1, Roadway and Ballast, developed a new recommended sub-ballast specification designed to improve track stability at a reduced cost. The Committee also completed a number of important manual revisions relating to roadbed instability and associated maintenance recommendations. In addition, the Committee helped produce a videotape on the installation of geotextiles and have sponsored a presentation concerning ballast degradation, both part of this year's Technical Conference.
• Committee 2 , Track Measuring Systems , made its initial entry of Chapter 2 in the AREA manual only two years after the committee was formed. Further, the committee is sponsoring a symposium on automated track inspection following the completion of this Technical Conference.
• Committee 4, Rail, has developed new and improved specifications for testing new rails incorporating macro-etch standards in lieu of the current, and certainly outdated, drop test procedures. And. as with Committees 1 and 2, Committee 4 is the sponsor of a presentation at this conference relating to "Detection Methods for Harmful Inclusions in Rail Steels."
• A new manual specification concerning proper laying temperatures for continuous welded rail has been developed by Committee 5, Track, to provide critically important recommended practice guidelines that closely conform to overall industry practice. Further, Committee 5 is continually revising and updating the Portfolio of Trackwork Plans.
• Our bridge and structures committees including 7 — Timber Structures, 8 — Concrete Structures and Foundations and 15 — Steel Structures, have all been very active in producing updated revisions to the manual relative to design, fabrication, erection and maintenance specifications. These three committees have also committed to participating in a Bridge Research Workshop being sponsored by the National Science Foundation and the AAR at the University of Illinois to help develop railway bridge research needs and recommendations relative to evaluation, rehabilitation and design. It is important to note that active participation as demonstrated in this case is an important AREA function.
• Committee 9, Highway-Railway Crossings, underwent a reorganization this year to more effectively evaluate and develop recommended practice regarding grade crossing surfaces, approaches and geometric design. The committee's new direction will include more emphasis on the development of new and more extensive manual specifications for highway-railroad grade crossings.
• An entirely new manual chapter was written by Committee 1 1 , Engineering Records and Property Accounting, this year to complete a badly needed and long past due complete revision. By no means an easy task when one considers that the committee produced over 40 pages of new and/or revised manual material.
• Our newest Committee 12, Rail Transit, formed in 1986, is working on what will become the initial Chapter 12 manual material to be part of next year's supplement. Interest has been extremely good with membership already approaching the 125 member limit.
• Committee 13, Environmental Engineering, must keep abreast of the various environmental regulations affecting the railroad industry and, as a primary objective, disseminate information to help railroads achieve the most effective and economic compliance. The committee recently completed manual revisions relative to noise pollution control and is the sponsor of a
226 Bulletin 716 — American Railway Engineering Association
presentation at this Technical Conference regarding environmental cleanup procedures at a tie treating plant.
• Five undergraduate scholarships were awarded this past year under the sponsorship and direction of Committee 24, Engineering Education. The committee also provides speaker programs to interested student and professional groups and, in each of the last two years, the committee sponsored a very well received Railroad Track and Roadbed Engineering Seminar in conjunction with our annual technical conferences.
• Committee 32, Systems Engineering, achieves its mandate in part by sponsoring various symposiums, the most recent being a seminar on the use of personal computers held during last year's conference.
The.se examples of committee accomplishments provide at least some insight as to the importance of our committee activity and the results they have successfully attained. The list goes on to include a wide variety of equally important projects now underway as part of our working committee agendas. Thanks to the committee officers and those hardworking, contributing members, the committees have achieved objectives that afford the railroad industry opportunities for improvements in productivity, safety and related bottom line profitability.
AAR Research & Test
Speaking of opportunities, I would be remiss if I did not recognize the importance of the Research and Test programs currently underway by the Association of American Railroads and to emphasize the fact that our ability to continue to achieve technical committee objectives depends , to a great degree, on our ability to cooperatively participate in these research programs. Specifically, the projects included in AAR's Program 3, Track and Structures, and Program 4, Vehicle Track Systems, present very significant opportunities.
You will hear considerably more regarding AAR's activities in these important programs during the course of this Conference. I would, however, like to point out that the goal of Program 3, Track and Structures, is to develop means to reduce track and infrastructure costs by optimizing the performance of track and structure components, reducing related maintenance costs and improving maintenance of way and structure management techniques. Program 4, Vehicle Track Systems, emphasizes research relative to the interrelation of mechanical and track standards through a systems approach to improve both overall profitability and .safety. The Heavy Axle Load Project (HAL) included in Program 4 is designed to evaluate the effect of 120 ton cars on track deterioration, equipment maintenance and operating costs. In my opinion, the HAL Project is critically important to this organization, the nation's railroads and the railroad supply industry.
As indicated in Figure 8, the Association of American Railroad's commitment to track and structure related research including vehicle track systems has substantially increased over the past five years.' In 1983, Programs 3 and 4 totalled $1 .3 million or roughly 13 percent of the total $10.4 million budget. These two programs increased to $3.3 million or 21 percent of the $16.3 million budget in 1987. Programs 3 and 4 have been expanded to a total of $4.0 million this year due primarily to the HAL Project to the extent that both Programs 3 and 4 now constitute 26 percent of AAR's total 1988 research commitment.
This growth in track and structure related research is certainly beneficial to AREA. We have this year established procedures to attain necessary AAR Research & Te.styAREA Technical Committee liaison to ensure our optimum participatiiin in what ni>w has become a $4.0 million effort. AAR liaison personnel have been assigned to appropriate Technical Committees with the responsibility to effectively communicate and establish interrelated participation. Hopefully our combined efforts will achieve mutually beneficial results.
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228
Bulletin 716 — American Railway Engineering Association
(000) 18,000
16,000-
14,000-
12,000-
I 10,000
o
o
8,000-
6,000-
4,000- 2,000-
RESEARCH & TEST
ASSOCIATION OF AMERICAN RAILROADS
D :$ T/S & VTS ■ Total
$16,260
$15,663
1983
1987
1988
Figure 8
Challenges/Opportunities
We ha\e major industry- issues and concerns before us. The resulting challenges, or preferably opportunities, relate, at least in part, to the application of new technology, innovations in maintenance of way systems and procedures and continued research and development. It is my firm belief that the American Railway Engineering Association through its Technical Committees and support staff has the capability to properly and effectively study, analyze and define these technical problems on an industry-wide basis and to establish recommended practice that is both economic and productive. The AREA needs the railroad industp. and most certainl\ the railroads of North America need our Association.
Active member participation is essential if we are to continue to meet our stated objecti\es w ith a convincing sense of direction and within a time frame that meets todays competitive demands.
In closing. I want to express my sincere appreciation and thanks to the members and officers of our Technical Committees for their generous contribution of time and effort, clearly your work is the driving force of our Association: to AREA"s Board of Direction for their panicipation and critically important guidance: to our outstanding Washington staff for their highly professional management of our policies and procedures: and to this year's Conference Operating Committee for the commitment of their time and energy to ensure the success of this 1988 AREA Technical Conference. Please enjoy this conference: I am sure it will prove both beneficial and infomiativc ti> all who have wisely taken the opportunity to attend.
Paper by Warren B. Peterson
229
This has been a year never to be forgotten, one that has given me an opportunity to be associated with outstanding individuals, second to none. I sincerely appreciate and thank you for the honor and privilege of serving you and your organization.
References
'American Railway Engineering Association, Constitution Article I, Section 2
"Source: Association of American Railroads, Economics and Finance Department. Note; 1987 Data — Estimated/Preliminary
^Source: Association of American Railroads, Research and Test Department
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Detection Method for Harmful Inclusions in Rail Steels
By: K. Sugino*, H. Kageyama**, H. W. Newell***
Abstract
In order to confirm the correlation between non-metallic inclusions and transverse defects (T.D.) in rails, fourteen fatigue damaged rail samples in service and eleven new rail samples prepared for installation at Norfolk Southern railroad were metallurgically investigated.
Although we could not specify the inclusion which initiated the crack for the most part of the fatigue damaged rails, it was confirmed in case of two rail samples that a crack occurred from the long stringer-like AUO^ cluster oxide. Based on this fact and a few references, a specific area of 10 x 20 mm in the rail heads where the crack occurs frequently was selected, and all the length and the number of AI2O3 and its compound cluster oxides of more than 100 yun on the specific specimen surface was measured by an optical microscope of the magnification of 1 OOX . If the total length of 2000 p.m is adopted as a threshold level, the fourteen fatigue damaged rail samples can be clearly distinguished from other new rail samples except for two rail samples from them which were found to show the total length of more than 2000 p-m .
These facts show that, by additional investigation for sample locations, hardness levels and installation conditions of rails, running conditions of wheels and so on, this method will be useful for pre-selection of anti-T.D. rails.
Introduction
The cyclic loading under the impact of running wheels causes various types of fatigue defects on rails. One type of fatigue crack occurs from a nucleus in the rail head, usually a few millimeters to more than ten millimeters beneath the running surface of the rail. Rails on heavy-haul railroads often break by this fatigue defect - transverse defect - and emphasize the importance of preventing the fatigue fracture. The transverse defect is usually classified into the transverse fissure (TF). detail fracture (DF) and compound fissure (CF) according to the apparent characteristics of the fracture surface'.
When the initiation sites of these fatigue cracks are metallurgically investigated, the presence of relatively large complex non-metallic inclusions at the origins is reported " "". Fracture mechanics has been employed as a principal approach to the determination of the relationship between rail life and non-metallic inclusions. Against this background, rail manufacturers have made efforts to reduce the non-metallic inclusion content of rail steel. The amount and size of inclusions have been steadily decreased by application of new steelmaking techniques'". Application of these techniques to a more -than necessary degree, however, results in higherrail cost and lower economics. It is important in terms of economy to establish technology for quantifying the amount, size and composition of non-metallic inclusions that cause transverse defects in the rails and for decreasing such inclusions or rendering them harmless.
The method of quantitatively evaluating the non-metallic inclusions that cause the transverse defects was studied by the present work from the viewpoint of how to control the harmful inclusions. The quantitative evaluation of inclusions was performed by the following analytical procedure:
(1) Cut the specimen from a rail damaged in service by the transverse defect, metallurgically analyze the specimen and identify the non-metallic inclusion that directly caused the fatigue crack.
(2) On the basis of the finding obtained as described in ( 1 ) above, analyze fatigue damaged rails and new rails by the same method and study a method that can at least select the fatigue damaged rails or distinguish such new rails that contain non-metallic inclusions similar to those present in the fatigue damaged rails.
♦Chief Researcher. Yawata R & I) Laboratory. Central R cS: D Bureau. Nipptm Steel Corp *Reseiircher. Yawala R & I) Laboratory. Central R&D Bureau. Nippon Steel Corp. ♦Senior Metallurgical Kngineer. Norfolk Southern Corp
230
Paper by K. Sugino, H. Kageyania & H. W. Newel
231
Experimental Procedure
1 . Rail Samples
Norfolk Southern selected and sent twenty-five 132-RE rail samples to Nippon Steel in three installments. Therefore they were investigated and analyzed as three experiments. The rail samples were designated A to Y. Fourteen of them were from fatigue damaged rails and were labeled F. G, H, J, N.P.Q,R,U,V,V',W,X, and Y(Vand V were taken from the same rail). The remaining eleven rail samples were from new rails not yet installed. The rail samples had been made by multiple rail manufacturers and they were analyzed without any knowledge of the names of the manufacturers and production history of the rails.
2. Experimental Method
The fatigue damaged rail samples were investigated for their correlation with non-metallic inclusions by a metallurgical technique. The metallurgical technique involved confirming the origin of the fatigue defect from the fracture surface pattern of the fatigue damaged rail sample, cutting a specimen containing the origin at right angles to the fracture surface or in the longitudinal direction of the rail, polishing the specimen in steps and examining the specimen for any inclusions that may be present.
Figure 1. Test samples in rail head
Figure 1 shows the typical locations where a chemical analysis specimen and a cleanliness and hardness specimen (Fig. I ) are taken from a rail sample. Given the high density of crack origins, it was decided to analyze an area '/? in. (about 12.7 mm) deep from the running surface and Vj in. (about 19 mm) from the side of the rail head by referring to the new 1 32-RF rail section. The fatigue damaged rail sample was worn into a profile different from the new rail section. Therefore, the profile of the rail sample was superimp<ised on the new 132-RE rail section and the positions explained above were confirmed before the two specimens were cut from each rail sample. The specimens were polished by a conventional metallographic technique while taking care that the inclusions should not be lost.
In order to confirm the effectiveness of the newly developed method of non-metallic inclusion determination, inclusions in ten rail samples in the first experiment were evaluated by three different methods currently in wide use. The methods employed were the AS TM method (E4.*> Method A), the JIS method (Japanese Industrial Standards. G 0355) and automatic Image Analyzer method using an optical microscope. Under the last method, the inclusiiins detected are classified into Type A (sulfide). Type B (cluster oxide) and Type C (globular oxide) according to the JIS method and also are classified according to their size.
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Paper hy K. Sugino. H. Kageyama & H. W. Newell
233
Table 1. Chemical compositions and average hardness values of rail samples
|
c |
S i |
Mn |
P |
S |
A. |
N |
0 |
|
|
A |
0.79 |
0.26 |
1.17 |
0.014 |
0.015 |
0.003 |
0.0042 |
|
|
B |
0.78 |
0.40 |
0.99 |
0.006 |
0.033 |
0.005 |
0.0039 |
|
|
C |
0.80 |
0.41 |
1.11 |
0.016 |
0.009 |
0.030 |
0.0028 |
|
|
D |
0.74 |
0.39 |
1.17 |
0.019 |
0.017 |
0.051 |
0.0065 |
|
|
E |
0.79 |
0.24 |
1.19 |
0.018 |
0.009 |
0.010 |
0.0069 |
|
|
© |
0.76 |
0.14 |
0.82 |
0.015 |
0.015 |
0.004 |
0.0030 |
0.0061 |
|
o |
0.75 |
0.15 |
0.85 |
0.022 |
0.011 |
0.004 |
0.0077 |
0.0035 |
|
® |
0.82 |
0.15 |
0.82 |
0.015 |
0.016 |
0.008 |
0.0O61 |
0.0018 |
|
Q) |
0.82 |
0.23 |
0.84 |
0.020 |
0.007 |
0.004 |
0.0056 |
0.0015 |
|
K |
0.72 |
0.16 |
0.78 |
0.025 |
0.011 |
0.013 |
0.0023 |
M
:^
S i
Mn
0.79 ! 0.25 '0.98' 0.014
AH
N
0.78 ' 0.39 1.11 0.013 , 0.010 . 0.004 ' 0.0060 '0.0016
0.008! 0.000 i 0.0076 ! 0.0017
0.77: 0.18 ;0.90: 0.014 ^ 0.012! 0.021! 0.0095 : 0.0026
0.76' 0.22 10.85! 0.012! 0.002! 0.001! 0.0030 10.0023
0.76 0.15 0.76 1 0.010 0.016' 0.004 i 0.0066 0.0052
0.75! 0.15 ; 0.76' 0.014; 0.011 ' 0.0037 0.0054 to. 0045
0.74 1 0.;
0.1
0.74 0.19 0.95 0.012 0.012 , 0.010
0.0044 ; 0.0032
0.012 i 0.010 : 0.010! 0.0101 : 0.0022
0.75 1 0.40 ;i.oi; o.oo4| 0.018; o.ooi ; o.ooss jOTooes
|
c |
S i |
Mn |
P |
S |
A £ |
N |
0 |
|||
|
- 1 |
\1 V |
-- |
0.80 |
0.18 |
0.91 |
0.007 |
0.021 |
0.005 |
0.0024 |
0.0020 |
|
0.74 |
0.24 |
0.99 |
0.016 |
0.011 |
0.004 |
0.0087 |
0.0038 |
|||
|
t |
0.76 |
0.16 |
0.92 |
0.014 |
0.014 |
0.001 |
0.0040 |
0.0017 |
||
|
0.76 |
0.12 |
0.96 |
0.020 |
0.009 |
0.002 |
0.0080 |
i 0.0036 |
|||
|
^ |
0.71 |
0.12 |
0.93 |
0.016 |
0.009 |
0.003 |
0.0078 |
0.0039 |
O Fractured rails
nFatigue defective rails
|
H V |
|
|
A |
2 8 1 |
|
B |
2 7 3 |
|
C |
2 8 3 |
|
D |
2 9 8 |
|
E |
2 9 7 |
|
(V) |
3 1 8 |
|
o |
3 5 9 |
|
Cr) |
3 2 1 |
|
si) |
2 6 6 |
|
K |
3 7 2 |
|
Hv |
|
|
L |
2 9 0 |
|
M |
2 9 0 |
|
^ |
2 6 1 |
|
0 |
3 1 6 |
|
i^) |
2 7 8 |
|
2 5 7 |
|
|
2 7 3 |
|
|
s |
2 7 9 |
|
T |
2 7 2 |
|
H V |
|
|
\^ |
2 6 2 |
|
V |
2 7 6 |
|
W |
2 6 3 |
|
X |
3 4 7 |
|
m |
3 2 9 |
METALLURGICAL ANALYSIS OF FATIGUE DAMAGED RAILS
1. Effect of Chemical Composition and Hardness on Rail Fatigue Damage.
The chemical compositions and the mean hardness of the analysis surlace of the rail samples are summarized in Table 1 . The eight rail samples enclosed in a circle were from fractured rails and the six rails enclosed in a square were (Tab. 1 ) rails that were not fractured in service but contained fatigue crack in the head. The eight fractured rail samples received from Norfolk .Southern were each one half of a rail completely fractured in service. Judging from the composition and hardness values, all of the rails investigated are either standard carbon rails or head-hardened rails and none are alloy rails.
The content of manganese, sulfur, aluminum and oxygen, responsible for the lt>rmation of non-metallic inclusion, in the rail samples are shown in l-"igurc 2 relating to the fatigue damaged rail samples. As tar as these compositional distributions are concerned, some rails that contained small amounts of such elements are damaged. This means that the (Fig. 2) fatigue damaged rails cannot be distinguished by the chemical composition alone. This is true for hardness level of rails investigated.
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Paper by K. Sugino, H. Kageyama & H. W. Newell
235
F Rail
iO ■■ 2
H Re
H
O ' 2. ,3.4
Q
V Rail
V
Photo 1 . Photographs and Schematics or fracture surface of typical fatigue damaged rail samples
236
Bulletin 716 — American Railway Engineering Association
20 18
Zl4 q:12 .-10
o
q; 6 ~
6 4 Z 2
Fatigue damaged rails
0
CmE)
bW*
(X)
ii
11
JH
m
n
(S)
n^ . n , , n
CD
ll
J
s
|
o oo |
00 |
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00 |
cn CD D o — cvj
I I T T V 7
l£» — lO — l£) Ul
00 CT1 en o o --
Mn( X 10"-wt% )
\nC>\DO ^ o Ln , -^ ^ (M c^ fO re,
•- ^D ^IX) ^ iD — '-'- C\J C\J rO
S( X 10 -Vt% )
mo'^'Oii^OLnO'—
I I I I I I I I I
— — CM CM rO rO ^
OOOOQ _
CM rO rT iT) CD r^
I I I I I I
^ CM ro ^ i^ «X>
Al( X 10'wt% ) 0( X 10-'wt% )
Figure 2. Relationship between contents of manganese, aluminum, sulfur and oxygen and fatigue damaged rail samples
2. Fractographic Examination
The photographs of the fracture surface of four typical types of fatigue damaged rails or rail samples F.H, Q and V among fourteen damaged rail samples investigated in three experiments are shown in Photo 1 . Since the fracture surfaces are completely oxidized, their schematics are also given. (Photo 1 )
The characteristics of the fracture surfaces of the fatigue damaged rails are summarized in Table 2. The defects detected in the rail samples were classified as described in the Rail Defect Manual of Sperry Rail Service. From the Table 1 , it can be seen that each crack started from the internal area of the rail head except rail sample F and grew into a shell or transverse defect. When the area where this type of crack initiated was observed in detail, the crack originated and grew directly on the transverse plane in a few of the rails investigated, but the transverse defects from longitudinal internal shelling were recognized in most of the rails. This finding is unrelated to whether the rail is a standard carbon rail or head hardened (HH) rail as is evident with the fatigue damaged rail samples H and J in Table 2. Locating the cause of the cracks thus basically involves identifying the origin of shelling and analyzing the area concerned.
The crack origins ot the fatigue damaged rails are shown on the 132-RE rail section in Figure 3. These origins are all confined in a 10 x 10 mm area which is located at approximately 17 mm beneath the head surface and 1 3 mm inside of the head side, irrespective of whether the rails (Fig. 3) are heat treated or not.
The non-metallic inclusion measuring position adopted in the present study corresponds to the upper side of the region that transverse defects begin to occur frequently.
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238
Bulletin 716 — American Railway Engineering Association
Table 2. Characteristics of 14 rail samples with fatigue failure
|
NO. |
, Rai 1 1 |
1 |
Initiation Depth Gauge Corner Sur |
from ace |
Crack Mode 1 |
Classification |
Anrle |
||
|
F |
HH |
Gauge |
Corner Sur |
ace |
(Flaking) |
1 =oTD |
DF |
||
|
G |
HH |
1 Omni |
(Shelling |
) =*TD |
TF or CF |
90' |
|||
|
H |
HH |
1 2fnn |
Shelling |
^TD |
TF or CF |
9 0* |
|||
|
I |
' Sid. |
C |
1 2timi |
Shelling |
=>TD |
TF or CF |
9 0 • |
||
|
N |
Sid. |
c |
5 Bin |
Shelling |
•^TD |
DF |
T 0" |
||
|
P |
' Std. |
c |
5 mm |
She! ling |
=>TD |
DF |
7 0" |
||
|
Q |
Sid. |
c |
5 mm |
TD |
TF |
7 C" |
|||
|
R |
Sid. |
c |
] 0 mrr |
TD |
TF |
-~ |
|||
|
L |
Sid. |
c |
1 0 mm |
Shelling |
Shelling |
7 0" |
|||
|
V |
i Std. |
c |
8 mm |
Shelling |
Shelling |
6 0" |
|||
|
V |
1 Std. |
c |
5 mm |
Shelling |
•=>TD |
DF |
6 5* |
||
|
w |
1 Sid. |
c |
9 mm |
TD |
TF |
||||
|
X |
HH |
Slum |
Shelling |
Shelling |
7 8' |
||||
|
Y |
! HH i |
1 3 mm |
Shelling |
Shelling |
7 0" |
||||
HH : Head Hardened -Std. C : S tanderd Carbon • TD ; Transverse Defect
Classification ; Based on the Sperry Rail Defect Manual
(TF : Transverse Fissure. CF : Compound Fissure. DF : Detail Fracture ) Angle: Shell growth angle to the vertical plane
|
. F oG |
aH |
^J |
|
• N vP |
▼Q |
xR |
|
♦ u tv |
■ V |
oW |
|
oX *y |
Figure 3. Distribution of crack origins on cross section of 132RE rail
Paper by K. Sugino. H. Kageyama & H. W. Newell 239
3. Metallurgical Analysis of Fatigue Fracture Origins
The fatigue crack origins in the fourteen fatigue damaged rail samples discussed above were metallurgically investigated. As a result, a very long streak or non-metallic inclusion extending in the longitudinal direction of the rail was located at the center of the horizontal fractured surface of the rail samples H and J. they are shown in Photo 2 and 3. When analyzed with an electron probe (Photo 2) micro-analyzer (EPMA), the streak was identified as mainly (Photo 3) an alumina cluster measuring as much as 10 mm or more in length. Typical example of rail sample H is shown in Photo 4. When the cross sections through the crack origins in the ( Photo 4) remaining twelve damaged rails were examined in detail, no such non-metallic inclusions or any other harmful substances were recognized at the origin, but relatively large dispersions of alumina clusters were observed near the origin.
The following inferences can be drawn from these findings:
( 1 ) Elongated streak-like alumina clusters or oxide inclusions compounded with them are the most harmful non-metallic inclusions for shelling or transverse defects. This finding agrees with the results of Marich et al.^ or other researchers."'''
(2) A probable reason that a well-defined cause was identifiedforonly two of the fourteen damaged rail samples is that inclusions of the two rails were of significant size. On the contrary, no inclusions were detected at the crack origins in the remaining twelve rail samples, presumably because any inclusions that may have initiated the crack were lost when the fracture surfaces rubbed against each other as the crack propagated.
This also suggests that it is very difficult to identify inclusions directly from the analysis of crack origins and another method must be devised for this purpose.
New Method for Quantitatively Evaluating Non-Metallic Inclusions
1. Development of New Method
The method of quantitatively evaluating non-metallic inclusions with particular emphasis placed on alumina clusters were studied based on the above-mentioned results of analysis. A 10 x 20 mm specimen was taken from the location illustrated in Figure 1 and all the number and length of alumina clusters present in specific surface of the specimen were measured under an optical microscope with a magnification of lOOX. This measurement was taken on all of the twenty-five rail samples investigated.
The concrete measuring method is as described below:
1) Magnification: lOOX (Optical microscope)
2) Area: 10 mm wide x 20 mm long = 200 mm"^
3) Criteria of measurement
(1) Inclusions mainly composed of alumina oxide (AUO,)
(2) Inclusions 100 p.m or more in length
(3) Length between ends of three or more globular inclusions that are located disconnectedly on a line and are apart 100 p.m or less
Alumina cluster of l(K)M.m or more in length were selected as the non-metallic inclusions to be measured, because 100 ^.m is the minimum length at which inclusions can be distinguished as clusters and because it is often observed that fatigue cracks occur from inclusions measuring 300M.mor more. ' *■ Therefore, selection of the value of I00p.m does not always mean that fatigue defects initiate at such small alumina cluster. Typical examples of measuring alumina cluster are shown in Photo 5. The results of measurement are given in Table 3. The rails that were fractured in service are enclosed in a circle and (Photo 5) the rails that were not fractured in service but contained (Table 3) transverse defects or shelling in the head are enclo.sed in a square.
240
Bulletin 716 — American Railway Engineering Association
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242
Bulletin 716 — American Railway Engineering Association
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244 Bulletin 716 — American Railway Engineering Association
Photo 4. Electron probe microanalysis of inclusions observed at initiation site in rail sample H
Paper by K. Sugino, H. Kageyama & H. W. Newell 245
|
! 2 0 yti m |
||
|
1 5 0 /im |
||
|
3 0 0 A'fn ^, •-, 0 .,, ,^ |
Photo 5. Typical examples of measuring alumina cluster
It is known from the results of measurement that many alumina clusters with a length of 100|xnior more are present in the eight fractured rail samples F, G, H, J, N, P, Q and R and in the six fatigue defective rail samples U, V, V, W, X and Y. Of the unused rail samples, two rail samples E and S contain relatively many non-metallic inclusions.
The total number and total length of alumina clusters determined are shown in Figure 4. There exists an almost linear relationship between the total number and total (Fig. 4) length of oxide inclusions as represented by alumina clusters. The fourteeen fatigue damaged rail samples signified by solid circles and squares (# and ■) can be distinguished as defective rails according to a criterion that a rail should be classified as a defective one if alumina clusters, present in a 10 x 20 mm area of the specimen and measuring 100 p,m or more in length, exceed 2,000M.m in total length. The unused rail samples EandS are included in the defective rail group or they may develop transverse defects when laid and u.sed in the track. The total length of alumina clusters detected is, however, less than 2,000M'm for most of the unused rail samples investigated. Since the unused rails should be those manufactured recently, this may be taken to reflect the result of latest steelmaking techniques introduced to reduce the non-metallic inclusion content of rail steels.
Figure 5 shows the total number of alumina clusters at depths of 5 to 30 mm in the head of the rail samples in the third experiment. The alumina cluster content tends to increa.se with increasing depth, and afso its distribution considerably varies with the rail investigated or production method employed. Although the alumina cluster content of the defective rails is relatively low at depths smaller than 10 mm except for some rail samples, the threshold level of 2,(K)0(xm holds true at the measuring position of 12.7 mm beneath the rail head for all the defective rail samples investigated.
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Paper by K. Sugino. H. Kageyama & H. W. Newell
247
Table 3. Measurement of alumina cluster in rail samples
|
Alumina Cluster Length ifJTti) |
n |
Total Len?.thf p m) |
|
|
A |
0 |
0 |
0 " 1,3 0 0 |
|
B |
550,450,100,200 |
4 |
|
|
C |
250,100,150,100 |
4 |
6 0 0 |
|
D |
200 |
1 |
2 0 0 |
|
E |
200,220, 240, 150, 100, 150, 150, 100, 150, 100, 100, 100, 100, |
3 4 |
4, 9 1 0 |
|
120, 150, 100, 100,350, 100, 100, 100, 100, 150, 150, 100, 100, |
|||
|
380,100,160,150,100,140,100,200 |
|||
|
CK) |
240, 100, 150, 100, 200, lOO, 150, 100, 100, 230, 350, 200, 100, |
1 7 |
2, 9 1 0 |
|
330,200,130,130 |
|||
|
U |
220, 100. 120, 100, 500, 200, 200, 420, 100, 100, 600, lOO, 800, |
4 3 |
10, 1 0 0 |
|
300, 100, 100, 100, 100, 500, 550, 550, 130, 150, 200, 100, 160, |
|||
|
200, 130, 250, 150, 130, 100, 230, 250, 100, 100, 280, 150, 350, |
|||
|
200,530,150,200 |
|||
|
(H) |
350, 500, 100, 100, 350, 550, 300, 230, 180, 150, 150, 400, 100, |
2 4 |
5,81 0 |
|
350, 150, 100, 250, 100, lOO, 150. 150, 100, 200, 700 |
|||
|
Q) |
100, 330, 500, 200. 200, 120, llO, 150, 800, 380, 320, 150, 600, |
5 8 |
13, 2 2 0 |
|
200, 300, 150, 120, 100, lOO, 750, 100, 100, 430, 150, 220, 200. |
|||
|
100, 150, 270, 250, lOO, 200, 100, 100, 150, 170, 150, 200. 130, |
|||
|
220, 250, 130, 150, 100, 200, 250, 160, 230, 500, 650, 280, 100, |
|||
|
200,250,100,100,400,100 |
|||
|
K |
150,100,100 |
3 |
3 5 0 |
|
Alumina Cluster Length (/um) |
n |
Total Length ( pm) |
|
|
L |
0 |
0 |
0 |
|
.^. |
0 |
0 |
0 |
|
(^) |
100, 220, no, 150, 220, 550, 320, 250, 250, llO |
1 0 |
2, 2 8 0 |
|
0 |
100,100 |
2 |
2 0 0 |
|
(F) |
800, 600, 350, 750, lOO, 350, 200, 100, 180, 250, 130, 160, 200, |
2 0 |
5, 7 6 0 |
|
170,150,530,300,140,200,100 |
|||
|
(^) |
320, 170, 220, 160, 150, 220, 140, 110, 100, 120, 350, 200, 190 |
1 3 |
2, 4 5 0 |
|
W) |
270, 260, 150, 180, 320, 540, 120, 400, 480, 220, 250, 130 |
1 2 |
3:3 2 0 |
|
S |
100, 270, 180, 160, 250, 180, 2l0, 300, 350, 430, 120, 300, 100. |
1 9 |
3, 8 6 0 |
|
140,110,160,200,200,100 |
|||
|
T |
330 |
1 |
3 3 0 |
na Cluster Length (/um)
Total Length ( p m>
o
-w
200.250,250, 200,180,230
190, 180, 100, 180, 300, 190, 350, 170, 280, 230,
180,700,240,200,180,200,300,260,300,240,300,150,200,
1 6
3. 4 8 0
200,250
TO57200. 300, 240, 420, 870, 150, 170, 200, 320, 570
1 5
TT
3, 9 0 0 3. 6 2 0^
270,280,120,
430,120, )7m,
400,150,200,200,290,560,150,100,
1 9
5, 0 8 0
150,200,180, 180,300,150,
300,140,180,
nTr,ioo.20o^
200, 150,
150,250,150,800,1000,150,950,
250, 150, 360, 170, 440, 150, 160, 120, l50,T5(r
1 6
5, 3 3 0
330,210,100,
T2U7rai
rar420"
mwTT^oiIMZlErmTsou;
150,360
3 3
7. 4 7 0
O Fractured rai Is
DFatigue defective rails
248
Bulletin 716 — American Railway Engineering Association
16
14
# Fractured rails
■ Fatigue defective rails
10 20 30 40 50 60 Number of Alumina Clusters Figure 4. Relationship between total number and total length of alumina cluster
2. Comparison of Standard Carbon Rails and Head-Hardened Rails
Standard carbon rails and head-hardened rails are generally considered to be different in sensitivity to transverse defects.^** Of the fourteen fatigue damaged rail samples, five rail samples F, G. H. X and Yare from head-hardened rails. Table 4 shows the relationship of the types of transverse defects, depth of defect origins and the total number and length of alumina clusters determined in the head-hardened rail samples.
The rail sample F was fractured in service from flaking at the running surface on the gage comer side. Therefore if sample F is excepted, the total length of alumina clusters is 5,000M.mor more for all of the head-hardened rails. The total alumina cluster length of approximately 5,(X10|JLm may be thus taken as the harmful inclusion threshold level for head-hardened rails. But the rails examined are too small in sample number to apply this threshold value in general. Many more head-hardened rails will have to be analyzed to develop such a threshold level.
Analysis by General Non-Metallic Inclusion Evaluation Methods
The rail samples were analyzed by conventit)nal non-metallic inclusion evaluation method in comparison with the new non-metallic inclusion evaluation method that focused on alumina clusters alone.
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250
Bulletin 716 — American Railway Engineering Association
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5 10 15 20 25
Distance from surface (mm)
50
Figure 5. Total length distribution of alumina clusters in depth direction of rail head
Table 4. Relationship of type and origin depth of fatigue failure with alumina clusters in fatigue damaged HH rail samples.
|
Rail |
C lassif ication |
Ueplti from Surf. ice |
Alumina Cluster |
|
|
n Length ( ^m) |
||||
|
F |
DF |
0 mm |
1 7 |
2, 9 1 0 |
|
G |
T F or C F |
1 0 mm |
4 3 |
10, 1 00 |
|
H |
T F or C F |
I 2 mm |
2 4 |
5. 8 1 0 |
|
X |
Shelling |
9 mm |
1 6 |
5, 3 3 0 |
|
Y |
S he 1 1 i ng |
1 [\ mm |
3 3 |
7, 4 7 0 |
Paper by K. Sugino, H. Kageyama & H. W. Newell
The analysis was performed on the ten rail samples in the first experiment. The conventional methods were investigated to see if they could commonly distinguish at least four fractured rail samples from other rail samples.
1. ASTM Method (E 45 method A)
Non-metallic inclusions are classified into four types — Type A to D — by the ASTM method. Type A mainly corresponds to sulfide. Type B to disconnected row of oxides. Type C to silicate and Type D to globular oxide. The distributions of Types A to D inclusions are expressed in comparison with a five-step standard distribution chart prepared by the ASTM. Table 5 gives the average values of inclusion rating numbers on three fields of view for ten rail samples. The (Table 5) larger the number, the greater the inclusion content in the field of view.
When attention is focused on the results of the fractured rail samples F, G, H and J, it is characteristically found that the inclusion rating numbers for Type B (alumina) inclusions in the thin series are 0.3 for the rail samples G, H and J. For the rail sample F, the content of Type B inclusion is very low but Type C (silicate) inclusions exhibit rating numbers of 0.7 in both the thin and heavy series. Rating numbers for Type A (sulfide) inclusions differ fairly among the fractured rail samples alone. That is, the rail sample J has relatively small inclusion rating numbers for Type A but is fractured. All of the rail samples tabulated in Table 5 do not show any significant differences in rating numbers for Type D (globular oxide) inclusions.
Table 5. Inclusion rating number of rail samples (1st Ex.) as determined by ASTM method
|
Type A |
Type B |
Type C |
Type D |
|||||
|
Thin |
Heavy |
Thin |
Heavy |
Thin |
Heavy |
Thin |
Heavy |
|
|
A |
2.0 |
1.0 |
-9- |
-9- |
■^ |
0.7 |
1.0 |
-9- |
|
B |
4.3 |
-e- |
-9- |
-0- |
-9- |
■9- |
0.7 |
-9- |
|
C |
2.0 |
-9- |
-9- |
■0- |
-9- |
4 |
0.7 |
■0- |
|
D |
2.7 |
-9- |
-9- |
-9- |
-9- |
-9- |
1.0 |
-9- |
|
E |
2.0 |
■0- |
0.7 |
-9- |
-9- |
-9- |
1.0 |
4 |
|
(E) |
3.3 |
2.0 |
■9- |
■9- |
0.7 |
0.7 |
1.0 |
-9- |
|
(Q) |
2.7 |
■9- |
0.3 |
■0- |
-0- |
-9- |
1.7 |
4 |
|
® |
3.0 |
0.7 |
0.3 |
-0- |
■9- |
-9- |
1.0 |
^ |
|
Q) |
2.0 |
■e- |
0.3 |
■9- |
4- |
-9- |
1.0 |
-0- |
|
K |
2.0 |
-9- |
■9- |
■9- |
^ |
■9- |
0.7 |
■0- |
O Fractured rails
2. JIS Method (G 0555)
The JIS method classifies non-metallic inclusions into Type A (inclusions of sulfide, silicate, etc.. elongated in the rolling direction). Type B (cluster inclusions of alumina, etc.) and Type C (globular inclusions of oxide, etc.).
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Paper by K. Sugino, H. Kageyama & H. W. Newell
253
The above-mentioned types of non-metallic inclusions located at 20 x 20 grid points are counted in 60 fields of view under an optical microscope with a magnification of 400X. The cleanliness index of the specimen is expressed as the percent ratio of the number of grid points that fall on inclusions to the total number of the grid points.
The results of non-metallic inclusion evaluation by the JIS method are summarized in Table 6. These results are similar to those obtained by the ASTM method, although they (Table 6) are different from the latter in the method of expression employed.
Three of the four fractured rail samples exhibit Type B (alumina cluster) inclusions although the contents of them are very small as compared with Type A. Like the ASTM method. Type B inclusions are not detected in the rail sample F. The fractured rail samples show no particularly characteristic differences in the contents of Types A and C inclusions as is the case with the results of determination by the ASTM method.
Table 6. Cleanliness index of rail samples (1st Ex.) as determined by JIS method
|
Type A |
Type B |
Tyi^e C |
Total |
|
|
A |
0.096 |
0 |
0.008 |
0.104 |
|
B |
0.221 |
0 |
0.004 |
0.225 |
|
C |
0.050 |
0 |
0.008 |
0.058 |
|
D |
0.083 |
0 |
0.004 |
0.087 |
|
E |
0.067 |
0.008 |
0.008 |
0.083 |
|
(E) |
0.208 |
0 |
0.004 |
0.212 |
|
© |
0.154 |
0.004 |
0.008 |
0.166 |
|
® |
0.154 |
0.004 |
0.004 |
0.162 |
|
(i) |
0.075 |
0.012 |
0.004 |
0.091 |
|
K |
0.058 |
0 |
0.004 |
0.062 |
O Fractured rails
3. Classification Method Using Image Analyzer (LUZEX)
The non-metallic inclusions that existed in an area of 61 mni", equivalent to the area investigated by the JIS Method, were measured using an image analyzer (LUZEX). The results of inclusion number and size are shown in Figure 6. The non-metallic inclusions were classified in the same way as done (Fig. 6) by the JIS method. According to the results of Figure 6, the four fractured rail samples F, G, H and J are not appreciably different from the unused rail samples in the distribution of inclusions.
Type B inclusions were detected in the fractured rail sample J but not in the fractured rail samples F, G and H. This probably means that Type B inclusions which are present disconnectedly are not clearly distinguished from Type C inclusions.
4. Comparison with the New Method
According to the results obtained by two conventional ASTM and JIS methods in wide use. the characteristics of inclusions contained in the fractured rail samples appear to lie mainly in Type B inclusions based on alumina clusters. The contents of Type D (ASTM) orType C (JIS). which are the
254
Bulletin 716 — American Railway Engineering Association
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256
Bulletin 716 — American Railway Engineering Association
same oxide inclusions as Type B but are distributed scattered, are almost the same among the four fractured rail samples and also among all of the ten rail samples investigated.
The new method is compared with the two conventional methods in terms of Type B inclusions in Table 7. The data of Table 7 show that Type B inclusions are detected by the ASTM and JIS methods with relative clarity. But the two methods are somewhat inadequate to quantitatively evaluate Type B inclusions as shown in the fractured rail sample F. The method of measuring the non-metallic inclusions by different size classifications using the image analyzer was less effective in detecting inclusion characteristics common to the fractured rails than the two conventional methods discussed above. Further study must be done to establish the criteria for detecting Type B inclusions by the image analyzer method because the determination of inclusions by this method was obstructed by predominantly present globular oxide inclusions.
The content of non-metallic inclusions that are identified as Type A is generally higher than that of Types B andC inclusions. Some of the rails had fractured, although they had a relatively low content of Type A inclusion, and there was no evidence of Type A inclusions in the region around the crack origin of the fatigue damaged rails. Given these findings, sensitivity to damage by Type A inclusions seems to be lower than that by Type B inclusions. This is recognized as a fact in the rolling-contact fatigue phenomenon of bearings'^'".
Table 7. Comparison of type B inclusion with total length of alumina cluster
|
Rail |
(ASTM) Type B |
(JIS) Type B |
Cluster Length |
n |
|
E |
0. 7 |
0.008 |
4, 9 1 0 |
3 4 |
|
F |
0 |
0 |
2, 9 1 0 |
1 7 |
|
G |
0. 3 |
0.004 |
10, 1 0 0 |
4 3 |
|
H |
0. 3 |
0. 0 0 4 |
5, 8 1 0 |
2 4 |
|
J |
0. 3 |
0.012 |
13, 2 2 0 |
5 8 |
Future Problem
Rails with shelling and/or transverse defects while in service at Norfolk Southern railroad were analyzed and based on the results of analysis, a new method was proposed for evaluating the non metallic inclusion content of rail steels with attention focused on alumina clusters or Type B non-metallic inclusions. The threshold level of 2,000 p,m for the total length of alumina clusters, however, is a result of measurements taken on a limited number of rail samples and should be taken as a preliminary value. The total length distribution of alumina clusters in the depth direction of the rail head greatly varies among several rail samples, as shown in Figure 5. To enhance the reliability of the alumina cluster threshold level found out by the new method, it is necessary to study the existing state
Paper by K. Sugino, H. Kageyama & H. W. Newell 257
and content of non-metallic inclusions in long-life rails. Both rail users and rail manufacturers should survey many rails and develop rational threshold levels for the total length of alumina clusters, so that they can commonly utilize the new method.
The passing tonnage (MGT) to fatigue failure and installation condition (degree of curve) were known for the six rail samples investigated in the third experiment, but it was impossible to correlate these conditions to the fatigue failure of rails in a clear-cut manner. Further study will be necessary to establish the threshold level of alumina clusters for each installation and train operating condition. Such statistical results should be of much help in the fracture mechanics study of transverse defects in the rail head.
Conclusions
Norfolk Southern and Nippon Steel jointly investigated the relationship between non-metallic inclusions and in-service fatigue damage in the head of twenty-five rail samples, including eleven new rail samples and fourteen fatigue damaged rail samples.
The findings obtained are as follows:
( 1 ) When the origins of fatigue failure in the fourteen rail samples with shelling and/or transverse defect were analyzed, cracks were clearly found to have started from long Type B non-metallic inclusions (mainly alumina clusters) in two of the samples. The origins were not clearly correlated with any inclusions in the remaining twelve rail samples, but comparatively many alumina clusters were observed around the origins.
(2) Based on the above finding, a new method was devised for evaluating non-metallic inclusions with attention focused on Type B inclusions. The method determines the total length of alumina clusters present in a 10 x 20 mm surface of the specimen cut from a specified location in the head of the rail sample. All of the fourteen fatigue damaged rail samples were shown to contain alumina clusters with a total length of 2,000 |xm or more by the new method. Two ofthe new rail samples were found to satisfy the threshold level, too.
(3) It was difficult to establish national criteria to distinguish the fourteen fatigue damaged rail samples from the sound rail samples by ASTM or JIS cleanliness evaluation methods.
(4) The amount and size of non-metallic inclusions were not particularly correlated with chemical compositions of rail themselves.
(5) To utilize the new method in evaluating the non-metallic inclusion content of rails, it is necessary to establish rational threshold levels by investigating many more rails using the new method.
References
1. "Rail Defect Manual," Compiled by Sperry Rail Service.
2. D. E. Sonon, J. V. Pellegrino and J. M. Wandrisco, "A Metallurgical Examination of Control- Cooled. Carbon-Steel Rails with Service-Developed Defects," Prepared for AISI-AAR-AREA Ad Hoc Committee on Rail Research, 1977, Technical Report No. 1.
3. S. Marich, J. W. Cottam and P. Curcio, "Laboratory Investigation of Transverse Defects in Rails," Proceedings, Heavy Haul Railway Conference, Perth, Australia, 1978, Session 303, I- 1 .
4. H. Gonem, J. Kalousek, D. H. Stone and E. E. Laufer, "Aspects of Plastic Deformation and Fatigue Damage in Pearlitic Rail Steel," Proceedings, Second International Heavy Haul Railway Conference, Colorado Springs, Colorado, 1982, 82-HH-3I.
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Paper by K. Sugino, H. Kageyama & H. W. Newell 259
5. C. G. Chipperfield and A. S. Blicblau, "Modeling of Rolling Contact Fatigue in Rails," Rail International. Vol. 15, 1984, pp. 25-31.
6. A. W. Worth. "Update on Rail Specification on CN Rail." Proceedings, AREA, 85, 1984, 103. Engineering, Vol. 70, 1969, pp. 549-551.
7. H. Masumoto, K. Sugino and H. Hayashida, "Development of Wear Resistant and Anti-Shelling High Strength Rails in Japan," Proceedings, Heavy Haul Railway Conference, Perth, Australia, 1978, Session 212, H-1.
8. S. Marich and U. Maass, "Higher Axle Loads are Feasible — Economics and Technology Agree," Proceedings, Third International Heavy Haul Railway Conference, Vancouver, B.C., Canada, 1986, Session I, IA-1-1.
9. L. O. Uhrus, "Clean Steel," Iron and Steel Institute, Special Report 77, 1963, pp. 104-109.
10. J. D. Murray and R. F. Johnson, "Clean Steel," Iron and Steel Institute, Special Report 77, 1963, pp. 110-118.
THE CONSTRUCTION OF THE CHANNEL TUNNEL LINKING THE UNITED KINGDOM AND FRANCE
By: Winn B. Frank*
The first known serious plan for a channel tunnel is thought to have originated in 1802. Napoleon had given sober consideration to the construction of such a tunnel. Boring for a channel tunnel commenced in 1882 utilizing a Beaumont Boring machine which had a diameter of seven feet. In the early 1970 's, there were renewed efforts and a service shaft 820 feet long was drilled before the project was abandoned.
THE FOUNDATION
A natural first question to ask is why this latest effort will succeed while the others have not. The answer is the fact that so much progress has been made. For example, both Houses of Parliament in France have unanimously approved the laws permitting the ratification of the Treaty and approving the concession to Eurotunnel. (The Treaty is the basic document authorizing and regulating the system)
The Channel Tunnel Bill has been passed by both Houses of Parliament in the UK. Construction of the access shafrs and delivery of tunnel boring machines has already begun. Financing is in place. With limited exceptions, the governrer.ts will pay compensation if they interrupt or terminate Eurotunnel's rights.
It should be understood that the channel tunnel is a private sector undertaking. Eurotunnel is a private Anglo-
• Advisor — Railroad Opcralioni. Parsons-Deleuw. Gather, l.ahmeyer Intcrnalional: Technical Advisor, burolunnci Project Financing
260
Paper by Winn B. Frank 261
French group that has been granted a 55 year concession by the governments to develop, finance, construct and operate the tunnel system. With certain qualifications, this concession grants to Eurotunnel the right of first refusal through the year 2020 for the construction of additional tunnels that may be required because of increased demand. Concession privileges run through to July 28, 2042.
I^!PLE^!ENTATION ORGANIZATION
The construction of the tunnel involves three principal organizations: (1) Eurotunnel; (2) Maitre d'Oeuvre; (3) the Contractor, who is referred to as "Transmanche Link." The Maitre d'Oeuvre functions in a monitoring role and includes some activities similar to that of a construction manager within the United States context. The principal contractors within the Maitre d'Oeuvre include W. S. Atkins & Partners of the U.K., and Societe' d' Etudes Techniques et Economiques of France.
The Contractor, Transmanche Link (TKL) , is a venture made up of two principal divisions: Translink of the U.K. & Transmanche Construction of France. These organizations are made up of ten principal contractors as listed below:
Balfour Beatty Construction Limited
Bouygues S.A.
Costain Civil Engieering Limited
Dumez S.A.
Socie'te' Auxiliaire d 'Entreprises S.A.
Socie'te' Ge'ne'rale d'Entreprises S.A.
Spie Batignolles S.A.
Tarmac Construction Limited
Taylor Woodrow Construction Limited
Wimpey Major Projects Limited
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Paper by Winn B. Frank
263
TUNNEL DESIGN AND CONSTRUCTION
The tunnel system will consist of two running tunnels, each 25 feet in diameter and accomodating one standard gauge track structure. In addition, there will be a 15' 9" diameter service tunnel located between the running tunnels. Cross passages connecting the service tunnel to the running tunnels will be located at 1,230 foot intervals. The service tunnel network will serve as a ventilation conduit, provide access for tunnel and track maintenance, and serve as a refuge and escape path in case of an emergency in the running tunnel/s. A general cross section of the tunnel configuration is provided in Figure 1.
COMPARISON OF ROLLING STOCK
CROSS-SECTION OF TUNNELS
existing existing SNCF Bntish Rail
|
running |
cross |
service |
piston |
running |
|
tunnel |
passage |
tunnel |
relief duct |
tunnel |
London Underground sundard gauge track
(Piccadilly line i
salety door
Figure 1.
Extending between Forkstone, near Dover in the UK, and Cocjuelles, near Calais in France, the tunnel network will be almost 31 miles long. Approximately 23 miles will actually
264 Bulletin 716 — American Railway Engineering Association
be under the channel, while 4.9 miles will be under the UK mainland and 2.6 miles under the French mainland. Tunnel lining will be pre-cast concrete on cast iron segmental rings. 265 million cubic feet of material will be excavated before the project is completed.
Construction will require a total of eleven tunnel boring machines (TBMs) , six on the British side and five on the French side. A TBM for the pilot tunnel on the British side has been delivered from James Howden of Glasgow, and assembled on site. The first French side TBM is enroute from the Robbins Company, Portland, Oregon.
Design criteria stipulates that the tunnel system will accommodate trains or shuttles on three-minute headways. Shuttles are to operate through the tunnel at approximately 100 miles per hour, while TGV-type trains will be able to travel at speeds up to 150 miles per hour.
Accommodating movements at these speeds and headways, make this tunnel unique among the world's longer tunnels. In particular, one of the more fascinating aspects of the design is that involving the relief of the "piston effect". It is conceivable that during high density operations, a total of 18 trains could be within the tunnel network. The resultant air pressure differentials created by these passages require special mitigation design techniques. To relieve these pressure differentials, additional cross passages, referred to as "piston relief ducts", will be constructed between the two main bores but not intersecting the service tunnel. These ducts will be constructed at 820 foot intervals and will be open, allowing the free passage of air. Thus, as a train travels through the tunnel, the
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The heat-treated, pre-curved wing rail, and one-piece manga- nese steel casting — consisting of base, point, guard rail, and rail braces — insures a constant guage. (Photo indicates the heavy wheel tread that is main- tained regardless of rail expan- sion or contraction.)
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266 Bulletin 716 — American Railway Engineering Association
resulting block of air that forms at its front will dissipate through these piston relief ducts. Similarly, the vacuum created at the end of the train will suck available air through these ducts from the other bore. The piston effect is the subject of extensive simulations. Piston relief ducts are illustrated in Figure 1.
Boring for the main tunnels is to begin this year and will continue through 1991. Breakthrough for the ser'/ice tunnel is scheduled for autumn of 1990, and for the main tunnels in the suirimer of 1991. 1990 thru 1992 will see the fitting out of the total tunnel network. Operations are scheduled to begin in 1993.
CONSTRUCTION CONTRACT
The construction contract has been divided into three principal categories: 1) the target works; 2) lump sum works; and 3) procurement items. The target works include the tunneling aspects, and are covered by the equivalent of a cost-plus fixed fee contract. In US dollars its cost is estimated at $2.4 billion. Lump sum works include stations, track, signals, and other similar type items. Their cost is estimated at $2.0 billion. Procurement items refer principally to rolling stock. They are estimated at $.4 billion. Total project costs including construction, corporate, inflation, and financing costs equal $8.5 billion. These costs reflect 1987 prices and an exchange rate of $1.75 US dollars to the British Pound,
GEOLOGY
The underchannel portion of the tunnel will average about 325 feet below the water surface. Boring has been designed to take advantage of a chalk marl layer which is
Paper by Winn B. Frank 267
approximately 65 to 118 feet thick. This chalk marl is considered an excellent medium for boring. On the French side, some layers of upper and middle chalk will be encoun- tered. It is anticipated that water will be found in fissures within this strata. TBMs used in this region will be pressure-balancing. It is also anticipated that the cast iron ring tunnel lining will be utilized through this region. Distance from the top of the tunnel to the bottom of the channel will vary between 120 and 55 feet.
The tunnel geology has been a subject of very detailed investigations over long time periods. Confidence in the geologic data is further enhanced by the fact that the tunnel begun on the U.K. side in the 1880s has retained its structural integrity.
THE "FIXED LINK"
The tunnel is commonly referred to as the "fixed link". The philosophy behind this title is that the tunnel is to serve as the connection for the rail and highway networks between the continent and the U.K.
Eurotunnel is to provide frequent shuttle service from special terminals to be constructed at Coquelles and Folkstone. In addition, British Railway (BR) & French Railway (SNCF) trains will operate through the tunnel. Passenger services from Paris and Brussels to London will be utilizing purpose- built TGV-style high speed trains, thus enabling a Paris/Londcn trip of approximately three hours. Because of clearance differences between BR and the continental trail works, the new trains will be made to fit BR clearance specifications.
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Paper by Winn B. Frank 269
Railways are making infrastructure investments to support this service. SNCF is proceeding with design of the
TGV-Nord route to Brussels and connecting with the tunnel. The British will make modifications at Waterloo station, London, will construct a new international station at Ashford, and will make improvements to enable 100 KPH running between the tunnel and London. Facilities will be constructed so that conventional freight trains operated by railways may pass through the tunnel.
Design of rolling stock and operations will be unique among world railways. Two classes of shuttles are planned: 1) Passenger; and 2) Freight. Passenger carrying shuttles will be of two types: (1) Double-deck; and (2) Single-deck. It is planned that automobiles will be driven directly onto the shuttle carrier wagons by their drivers, and all automobile occupants will normally remain with their vehicles for the journey. The loading operations are illustrated in Figure 2.
A shuttle may consist of one or two rakes. Each rake may consist of single or double-deck wagons and loading/ unloading wagons. One rake of double-deck wagons will carry up to 100 cars. A single deck rake will carry 12 buses or a mixture of buses, cars, and high dimension vehicles. Total length of two rakes will be approximately 2,500 feet. Locomotive/s will be placed at each end of a shuttle. Should one fail, the remaining locomotive/s will have the power to continue the trip. Terminal-to-terminal time is scheduled for 33 minutes. The initial service frequency will have a departure every 12 minutes during peak periods.
270
Bulletin 716 — American Railway Engineering Association
Figure 2.
Freight shuttles will consist of single deck carrier wagons having the capacity of 44 tons. Trucks will be driven directly onto these wagons in an operation similar to
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1300 S. KILBOURN AVENUE CHICAGO, ILLINOIS 60623
272 Bulletin 716 — American Railway Engineering Association
that of the shuttle passenger service; however, freight terminals will be separate from passenger terminals.
TRACK CONFIGURATION
The basic track layout of the tunnel system is a loop which virtually eliminates opposing movements. In addition, a flyover is provided so that a figure "8" operation is accomplished which equalizes wheel wear. Two crossovers are to be constructed in the under channel portion of the tunnel in concert with crossovers outside each end of the tunnel.
Because of anticipated heavy traffic, it is conceivable that rail change-out could be required in a 7 - 12 year tire frame. Thus, during the reduced passage periods of the evening hours, single track operation is required between crossovers in order to accomplish track and system maintenanc
CONCLUDING REMARKS
The channel tunnel is a unique undertaking. It is unique from the design aspects of piston effect relief, and the specialized shuttle carrier wagons. It is unique in that it is a private undertaking involving a major transportation infrastructure project, which is usually the domain of the governments. However, by far the most profound impact this tunnel may have is through the linking of the European and U.K. transportation networks. This event brings one step closer the achievement of the European Community objective of a unified Europe, as exemplified by the title "Eurotunnel.
CONCRETE TIE EXPERIENCE ON THE BURLINGTON NORTHERN
By: M. N. Armstrong*
Good morning. 1 am pleased to be able to talk to you this morning about Burlington Northern's experience with concrete ties. As you may or may not be aware of, Burlington Northern has made a substantial committment toward the use of concrete ties through 1992. In fact, we are aggressively working toward the installation of 3.5 million concrete ties which will cover over 1,300 track miles of main line railroad. This sounds like alot of ties and, in fact, it is. However, to put things into proper perspective one must realize that the 3.5 million concrete ties will represent little more than 4% of our total tie population. Needless to say, wood ties have and will continue to play an important role on the Burlington Northern in the foreseeable future.
Photo 1
Why the decision to utilize concrete ties? The answer is simply "it makes good economical sense." When wood ties are lasting only 5-6 years in certain high degree, high tonnage curves due to severe spike kill and heavy mechanical wear, you begin to look for long term solutions that will reduce annual maintenance costs. On the Burlington Northern, concrete ties were the cost effective solution. We cannot afford to install concrete ties everywhere on our railroad. The economics of the concrete lies are such that we have limited their installation to areas of high tonnage and generally high degree of curvature. (Photo 1). These areas give us the quickest payback. Burlington Northern's decision to utilize concrete ties is by no means a test but rather a committment toward reducing the maintenance costs on certain segments of our railroad. I believe that it is fair to say that the successful concrete tie programs that have been experienced by the Europeans as well as the Hamersley iron in Australia and the Canadian National Railroad certainly have had a positive impact on our decision to go with concrete ties.
'Chid l-.n);ini.'iT-Mainlc'nuncc. Burlinjilun Nurthcrn K.iilroad
273
274 Bulletin 716 — American Railway Engineering Association
Various fastening systems were analyzed during the formulation of our concrete tie program. The McKay system was chosen due to it's design features, it's use on other heavy haul railroads and because of the price tag associated with it. The McKay fasteners have proven to be successful by giving us the security and toe load that we need in the severe operating environments where we are placing them. A variety of tie pads are available for use with the concrete ties and we have found the EVA pad to perform well. However, we believe that the rubber pad and the polyurethane pad have definite advantages including better attenuating properties and longer lives for certain applications such as areas with higher train speeds and heavy locomotive sanding. Although the rubber and polyurethane pads cost more, there are locations where their use is justified.
Two manufacturers are producing the BN 100 concrete ties for Burlington Northern. Lone Star-Monier located in Denver, Colorado and CXT located in Spokane, Washington. Lone Star is casting the BN 100 tie with 28 prestressing strands arranged in 4 layers. On the other hand, CXT is utilizing 28 prestressing strands arranged in 3 layers. The tie weighs approximately 630 pounds and is 8'-3" long.
Production of the concrete ties begins by pulling the prestressing strands off their spools and threading them through the tie molds. The wire is then given an initial pre-set loading prior to the final set loading. Properly mixed concrete is then cast and vibrated and the bottom of the tie is finished to a rough condition or indented with a pattern to aid in ballast interlock and to improve the lateral resistance of the tie. The beds of ties are then covered and allowed to cure for approximately 8 hours and the temperature of the concrete cannot exceed 175 degrees Fahrenheit through controlled heating. Test cylinders must achieve a minimum of 4,500 psi compressive strength prior to the prestressing strands being cut. Since the ties are cast upside down they are then flipped over and transported out of the plant to either the storage yard or for loading onto BN's flat cars for shipment to a jobsite. The tie plants are capable of producing about 1450 ties during each casting.
Quality of the concrete tie is controlled through specifications, quality control, auditing and independent consultant analysis. Random tie samples are taken to test for proper wire bonding and to test for bending strengths. Burlington Northern employs an inspector at each of the concrete tie plants to ensure that the ties are manufactured according to our specifications. The inspectors look for a number of things such as proper positioning of the shoulders and any problems with the prestressing wire. They look closely at the ends of the ties to ensure that the prestressing strands do not protrude excessively and that the concrete has bonded with the strands at the ends. In addition, they review plant testing activities and plant records to monitor the mix design. Acceptable ties are shipped to the jobsite utilizing our fleet of 224 custom built flat cars. Each flat car is designed to carry 220 concrete ties. When the flats are emptied at the installation site, they are re-loaded with wood ties which are shipped back to either Spokane or Denver to be rehabilitated.
Through 1987, 392,000 concrete ties have been installed. 125,000 of these were installed in 1986 with a Mannix sled and tie inserters followed up by undercutters/cleaners. These particular ties were cast with Pandrol fasteners. The remaining 267,000 were installed with Tamper's P-81 IS track laying machine in 1987. (Photo 2). This year, we will install 722.000 concrete ties with two Tamper P-81 IS track laying machines. Currently, one P-81 IS is working between Spokane with Pasco, Washington. The other track laying machine recently began installing ties near Birmingham, Alabama. Installation with the Tamper equipment has been very successful . We have found the Tamper track laying machine to be a cost effective and efficient method for concrete tie placement. Production with the P-81 IS has been as expected with from 500 to 600 or more concrete ties placed per hour of work time. We have installed as many as 3,425 ties in a given day.
In 1987 we were able to successfully negotiate a unique agreement with the Brotherhix)d of Maintenance of Way Employees which provides for several BM WE people to work on the P-8 1 1 S track laying machine at several locations on the BN. Although Tamper retains control of the operation of the track laying machine, 13 BMWE employees perfomi various functions including spike pulling.
Paper by M. N. Armstrong
275
Photo 2
gantry crane operation and rail lining. This agreement is a good example of a win-win type arrangement where both the BN and the BMWE can realize the benefits. Essentially, BMWE personnel assigned to the track laying machine have system work rights, non-bumpable positions, tool box headquarters, flexible starting times and a reasonable per diem allowance. This arrangement has worked very well and daily production has been good.
A typical workday with the P-81 IS starts with the cut in of the sled at the worksite. The field side spikes are pulled and the rail is then threaded out and around the working area. The wood ties are picked up and conveyed to the collection area and the plow is positioned to prepare a bed for the concrete ties which is level yet slightly depressed in the center to eliminate any potential center binding conditions. Once the concrete ties are set onto the grade, they are then spaced automatically at 24" centers. Pads are then placed at the rail seat and the rail is threaded back onto the ties. During this process, the gantry cranes are busy shuffling concrete ties to the P-8 1 1 S and carrying the wood ties back to the empty flat cars. Ballast deck bridges do not present any special problems for the P-8 1 1 S; however, it is critical that there is sufficient ballast placed between the concrete tie and the ballast deck itself to properly hold the ties in position.
Behind the P-81 IS, insulators and clips are distributed and then set into position. A tamper ensures that the rail is snug in the rail seat area prior to automatic clip application. Crews do the clean up work at this time including installation of the special McKay clips at insulated joint plug locations. A regulator brings up the rear by pulling in the ballast which was previously plowed out by the P-81 IS. At the completion of the workday, the sled is removed from the track and the rail is buttoned up in preparation for traffic. All joints are field welded as soon as possible. We have determined that the installation of 1 1 each 10' wood switch ties provides a good transition from the stiffer concrete tie track structure onto the more resilient wood tie track structure.
Once the concrete ties are in place, we follow up with a ballast undercutting/cleaning process and unload enough additional crushed rock to ensure that there are 12" of clean ballast underneath the ties.
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Paper by M. N. Armstrong 277
Without a doubt, ballast quality, gradation and proper depth under the tie are absolutely essential toward maximizing the life of the ties and providing for a stable track structure. We are surfacing the concrete tie track with a variety of tamping equipment including Jackson 67()0's, Tamper Mark Ill's and Plasser 09 Continuous Action Tampers. We currently have one Plasser 09-32 Continuous Action Tamper which has the capacity of tamping two ties at a lime. With the consistent tie spacing that the concrete tie affords, this machine can be utilized to maximize production and reduce overall surfacing costs as well as reduce train delay.
After the track is undercut and surfaced, we bring in a destressing gang, if necessary, in order to equalize the rail and eliminate any potential for a track buckle. Since the entire track structure is disturbed during the concrete tie installation process and because the rail neutral temperature is constantly changing due to the undercutting and surfacing, it does not pay to attempt to equalize the rail until all work has been completed. The destressing gang is comprised of 15 people who cut the welded rail, remove the clips and pull the rail with hydraulic expanders. After destressing, clips are reapplied and joints are field welded immediately.
Behind the destressing gang, we are left with a safe, consistent and reliable track structure over which to move our customer's goods.
I would like to shift gears and talk briefly about the second hand wood tie rehabilitation process that is taking place at Spokane and Denver. There are two organizations which are rehabilitating the ties released from the concrete tie installations. Atlas Construction is located near Lone Star-Monier's plant in Denver and Mid- West Pacific Resources Corp. is situated near CXT's plant at Spokane. These two companies receive the second hand wood ties on flat cars at their plants. The wood ties are sold to these two companies and are rehabilitated by them. They unload the ties, pull the spikes, retrieve the tie plates, liquid plug the spike holes, adz the ties, treat the rail seat area, and grade the ties. Any approved ties are purchased by the BN, much like our concrete ties are, at which time they are banded and loaded into cars for shipping to wood tie projects on our system. Atlas Construction and Mid-West Pacific sell any rejected ties to landscapers or any other interested parties. Both of these companies are performing this service for other railroads. To date, approximately 65%-70% of the wood ties removed from track are rehabilitated, repurchased and reused. As our program progresses this percentage is expected to decline slightly each year. The second hand rehabilitated ties are used only on lower tonnage lines. In 1988, we plan to install about 600,000 second hand ties on our system.
In addition to reusing the second hand ties, we utilize the anchors, tie plates and spikes that are released from the concrete tie installations. This material is forwarded to other projects as needed.
Overall experience with the concrete tie program up to this point has been very good. We realize that it will be essential for us to maintain a clean ballast section around and under the concrete ties if we expect them to perform as designed. Shoulder ballast cleaning and undercutting/cleaning operations will have to be performed on regular cycles in order to keep the ballast section draining properly. Currently, we believe that we are realizing reduced rail wear and reduced surfacing cycles through better control of the alignment and surface. The elimination of gauging in high degree curves is resulting in savings which we are beginning to see. Rail grinding is performed to keep the rail head clean and to reduce any vibration and impacts on the concrete ties. In some of our very heavy tonnage locations we have noticed a rapid development of shatter cracking in higher degree curves, particularly on the low rail. However, light, frequent grinding cycles are cleaning up these locations and appear to be giving us very good results.
In addition to keeping the rail surface smooth by grinding, it is necessary to keep all joints eliminated from the concrete tie track structure. Again, vibrations and impacts should be kept to a minimum. We make every effort to field weld any joints on concrete tie track immediately.
278 Bulletin 716 — American Railway Engineering Association
Cracking of the concrete ties due to negative bending at the center of the tie and high wheel impacts at the rail seat area has not been a problem. We currently have one wheel impact load detector installed nearGlendo. Wyoming and sve anticipate the installation of additional units in 1988. These detectors will ultimately assist us in identifying bad acting wheels that can impart high impact loads into the track structure. High wheel impacts can potentially damage not only concrete ties but they can also cause potential damage to the conventional wood tie track structure as well as to the equipment and lading. We believe that the wheel impact load detectors will provide information which will be applicable to both the concrete and wood tie track structures.
We have experienced some one car derailments on concrete ties and damage has been relatively minor. The majority of the damage has been limited to the fasteners and in addition there has been some shoulder damage. The concrete ties have performed very well in these derailment situations. We have had to replace a few concrete ties in some cases just as you would have to do with wood tie track. Also, we have experienced one major derailment on concrete ties which destroyed a total of 165 ties. It appears from this incident, and others like it on other properties, that a major derailment on concrete ties may generally take place over a shorter section of track since the train seems to break into two quicker than it would on a conventional wood tie track.
We are currently working with some manufacturers to come up with a grade crossing design that uil! not require the use of a special concrete track tie. Koppers Company, Inc., was the first manufacturer to come up with an acceptable design and they have a timber crossing which is available for testing in 1988. Wilson Concrete Company has a prototype precast concrete crossing panel that we plan to test which will set into place right on top of our concrete ties. The bottom of the panel is cast to conform to the shape of the BN 100 tie. Once the panel is set, it's shear weight will hold it down. The flangeways on both sides of the rail are then filled with asphalt to maintain alignment. Asphalt is also placed at the ends of the crossing to prevent any longitudinal shifting of the crossing panels.
Omni Products, Inc. has developed a prototype rubber crossing for testing which will adapt to the BN 100 concrete tie without any necessary modifications. Rubber shims are attached to the concrete tie with a high strength epoxy. The rubber shims provide a stable, fiat surface for the full depth rubber crossing panels to sit on. A locking bar that fits underneath the edge of the rubber shim actually holds the panel from moving up and down, laterally or longitudinally. Burlington Northern intends to install a few of these crossings in 1988 in order to observe their performance and provide feedback to the manufacturers.
In addition to our concrete track tie program, we are also beginning to install concrete tie turnouts at selected locations on our system. (Photo 3) We have one such turnout installed at Anselmo, Nebraska and we will install 21 more this year. The concrete switch ties are being produced for us by CXT at Spokane. Washington. We will utilize a #20 swing nose frog on 17 of the turnouts and we will use a #11 Rail Bound Manganese frog on the remaining 4 turnouts. The concrete tie turnouts will be installed with the Geismar Panel Renewal System more commonly known as P.U.M.S. This system \\\\\ allow us to install the concrete tie turnouts in one complete panel rather than a series of sections. Hopefully, this will provide a more consistent quality switch and require less track time to install. It is ver^ important that no twisting or torque be introduced into the concrete tie turnout since this can result in tic damage. Depending upon our experience with this undertaking, we intend to expand the installation of concrete tie turnouts in 1989 and beyond.
What lies ahead for concrete ties on the Burlington Northern? We fully intend to look at other manufacturers of concrete ties beyond those that we are currently using. Although our current concrete tie committment only extends through 1992, we could ver) well install more concrete ties beyond that if the economics dictate that it is feasible. We are interested in looking at the dual block tie and observing how well it performs in a heavy tonnage environment. The alleged greater lateral resistance associated with the dual block tie is a feature that we are particularly interested in.
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280
Bulletin 716 — American Railway Engineering Association
Photo 3
Only the future will tell us how successful we have been or ultimately will be with our concrete tie program. As for today, we know that we had to do something in order to improve the quality of the track structure and reduce the annual maintenance costs on certain select line segments through the installation of concrete ties.
In summary, our experience to date has been very good and we are pleased w ith the pert'omiance of the concrete tie, to say the least. We still have alot to learn about concrete ties. However, anything that we can do to improve their performance and prolong their life at a reasonable cost will be worth doing. For now, we are realizing reduced maintenance costs in the areas where we have installed the concrete ties through improved alignment, reduced surfacing cycles and elimination of gauging. The greatly improved track structure is allowing us to provide the customer with goods which are delivered safely and reliably at the least possible cost.
Thank you very much for your attention.
i
RECENT RESULTS IN TRACK BUCKLING RESEARCH
By: A. Kish*
1.0 INTRODUCTION
The increased utilization of continuous welded rail (CWR) tracks in the United States has resulted in a large number of accidents attributable to train derailments induced by thermal buckling of railroad tracks. In an effort to improve the safety of CWR tracks, experimental and analytic investigations are being conducted by the Transportation Systems Center (TSC) supporting the safety mission of the Federal Railroad Administration (FRA). This paper endeavors to highlight some of the recent results of those investigations. These include results of dynamic buckling tests, track resistivity studies, rail neutral temp>erature and force measurements, and some basic considerations for buckling prevention.
2.0 BACKGROUND
Track buckling is the formation of large lateral misalignments caused by a combination of high compressive forces, weakened track conditions and vehicle loads. Compressive forces are generated by stresses due to thermal and mechanical loads. Weakened track conditions are most typically due to:
(i) inadequate track lateral resistance
(ii) alignment deviations
(iii) low or "decreased" rail neutral temperature.
Vehicle loads entail both vertical and lateral wheel forces causing "dynamic uplift" (i.e., the lifting of rails/ties vertically out of the ballast resulting in a loss of ballast resistance under the ties), and L/V type loads due to curving, wheel flats and truck hunting.
Track buckling is a serious problem because incipient buckles are difficult to predict and detect, and most often buckles occur under dynamic conditions, (i.e., under the train) which can cause, serious derailments. Based on FRA's accident statistics, the past ten years' average was 103 derailments a year causing damage in excess of 9 million dollars p)er year. Of equal importance is the fact that there are 10 times as many incidents as derailments, which heavily impact track maintenance activities, budgets, and schedules.
Because of the severe safety aspects of track buckling, the Transportation Systems Center has been conducting research to improve the buckling safety of CWR tracks. The three major program activities of this research effort are:
o Analytic and experimental prediction of buckling forces and temperatures
o Measurement and characterization of the critical parameters influencing
buckling o Development of nondestructive techniques of rail longitudinal force
measurement.
U.S. DOT, Transportation Systems Center
281
282
Bulletin 716 — American Railway Engineering Association
In the following, some critical elements and results of this research will be briefly outlined.
3.0 EXPERIMENTAL INVESTIGATION OF DYNAMIC BUCKLING BEHAVIOR OF CWR TRACKS
The most recent set of buckling tests was conducted in October of 1987 at the Transportation Test Center in Pueblo, CO with the objective of evaluating buckling strength of higher degree curvature tracks.
As summarized in Figure 1, the 1000 ft., 7.5° curve test zone consisted of 136// CWR on wood ties in slag ballast with 12"-16" shoulder. The test zone
EXPERIMENTIAL INVESTIGATION OF DYNAMIC BUCKLING BEHAVIOR
OF CWR TRACKS - PHASE IV DYNAMIC BUCKLING TESTS - OCTOBER 1987
CURVATURE: 7^"
• BALLAST: AREA4-SUG
• SHOULDER: 12"-16"
• RAIL: 136#CWR
• TIES: WOOD (SOFT)
• ANCHORS: EVERY TIE
• SUPERELEVATION: 4.5"
• ALIGNMENT ERRORS: 0.6", 0.8", 1.0" » TEST CONSIST: 1 GP-38-2 LOCO
24 HOPPER CARS
• CONSIST SPEED: 34inph
• RAIL HEATING: TWO GP-38-2'S @ 6500
AMPS AND 100V
FIGURE 1. DYNAMIC BUCKLING TEST ZONE DESCRIPTION
contained three naturally occuring lateral line defects of 0.6", 0.8" and I.O" amplitudes. Dynamic (train action) conditions were simulated by a test train consisting of a GP-38-2 locomotive and 2'* loaded hopper cars operating at 3U mph. Rail compressive forces were generated by electric resistance rail heating. Segments of the test zone were instrumented to measure rail forces and temperatures, lateral and longitudinal deflections, and vertical and lateral wheel loads. Other parameters such as track resistance and alignment errors were also measured prior to the tests.
Paper by A. Kish
283
One of the major results of the test is presented in Figure 2, where its shown that buckles occured under the train at each of the three initial line defects resulting
in the derailment of 6 cars. Three buckles occured at force levels corresponding to
temperature increase values (above neutral) of 62°-7f°F indicating that:
0 7.5° CWR curved tracks with relatively low lateral resistance and typical line defects exhibit moderately weak dynamic buckling behavior
FIGURE 2. TRACK BDCKLINCi TEST ZONE AKI ER DERAILMENT
The test results also furthered buckling analysis development, and re-emphasized the importance of track resistance, line defects and dynamic influences as major factors in track buckling.
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Paper by A. Kish
285
i*.0 TRACK LATERAL RESISTANCE
Track lateral resistance is the reaction offered by the ballast to the rail tie structure against lateral movement. As indicated in Figure 3 lateral resistance has three contributing components, fs, fb and fe corresponding to the tie side, tie bottom and tie ends respectively.
WELL CONSOLIDATED TRACK
miz
<-»►«
LATERAL DISPLACEMENT (IN)
FIGURE 3. TRACK LATERAL RESISTANCE CONCEPTS
The measurement of track lateral resistance is by a single tie push test (STPT) which basically entails mobilizing a tie laterally through the ballast and determining its load deflection behavior as shown in Figure 3. Typical values of lateral resistance can be expressed in terms of the peak values on these response curves, and typical ranges are 900-1200 lbs for weak, recently maintained tracks, to 2500-3500 lbs for good, well consolidated tracks. The measurement of track resistance is very important for:
(i) the analytic determination of "safe" allowable temperature increase limits,
and for: (ii) monitoring lateral resistance recovery after maintenance to aid in the
determination of slow-order requirements
286
Bulletin 716 — American Railway Engineering Association
Recent research results on track resistance characterization conducted by TSC on the CSX are shown in Figure i*.
PEAK STPT
RESISTANCE
(lbs)
BEFORE MAINTENANCE (TIE RENEWAUSURFACING)
I I I I I I I I i I — I — L.
_] I I I I MGT
0 2 4 6 8 10 12 14 16 18 20 22 24 26
FIGURE 4. TRACK LATERAL RESISTANCE RECOVERY VS. TONNAGE
As can be seen from the figure, maintenance (tie renewal and surfacing) reduced track lateral resistance by about 50 percent, and in 25 MGTs about 80 percent of the original resistance was recovered. These tests were conducted on timber tie-tangent track with good quality granite ballast.
More recent studies on quantifying track lateral resistance behavior from FAST at AAR/TTC show the approximate percentage resistance contributions fj, fb and fg in one test zone as indicated in Figure 5.
It is important to note that although the shoulder contribution is only 20 percent, during dynamic uplift when all or part of the tie bottom resistance is lost, this 20 percent becomes critical in providing adequate lateral resistance for buckling prevention.
5.0 RAIL NEUTRAL TEMPERATURE VARIATION
Rail neutral temperature is defined as the temperature at which the net longitudinal force in the rail is zero. Initially, it is the rail laying or anchoring temperature. However, as recent test data indicate, 20O-'f0OF shifts in neutral temperatures are not uncommon. Variations in the rail's neutral temperature are important because they directly influence the longitudinal force in the rail. For example, for a typical 132 lb. rail, a itO°F change in the rail's neutral temperature changes the force level by about 100,000 lbs. A downward change (e.g., from SO^F to itQOF) could lead to buckling, while an upward change (e.g., from SO^F to 120°F) could lead to pull-aparts.
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Bulletin 716 — American Railway Engineering Association
The major causes of neutral temperature change are:
(i) unconstrained rail or track movement
(ii) maintenance actions
(iii) CWR installation in cold temperatures
Unconstrained rail/track movement is usually manifested by rail longitudinal movement (creep), curve shift ("breathing"), and vertical settlement (subsidence). Maintenance actions influencing neutral temperature changes include replacing broken rail and lifting and lining the track. CWR installation in cold temperatures could result in an incorrect neutral temperature due to non-uniform rail heating and from improper subsequent adjustment of the rail. Figure 6 shows some recent results in monitoring rail neutral temperature behavior on a tangent, revenue service track on the CSX, through a p>eriod of over two years.
As can be seen, the trend is a decrease in neutral temperature from an initial destressed value of 112°F down to 9'f°F. The influence of tie renewal and surfacing is clearly evident. Similar measurements on curved tracks show that the influence of lining and curve shift can also be of the order of 20°F-30°F. One of the major problems in controlling neutral temperature variation is the unavailability of a technique or device to non-destructively and accurately measure the longitudinal force in the rail. A technique currently under evaluation at TSC is schematically shown in Figure 7.
(f)
130-1
80
DESTRESSING
TANGENT
12211' RAIL
EVERY OTHER TIE ANCHORED
MGTDATE: 77.1
1987
I I I I I I
I I I
J F M A M J J A S O N D J F M A M J J A S O N D J F M A M J
FIGURE 6. CSX RAIL NEUTRAL TEMPERATURE VARIATION TESTS
Paper by A. Kish
289
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SHH3NI NOI1331d3a
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For instance, Foster supplied turnouts meet all AREA specs, and every inch is pre -inspected before shipment.
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Paper by A. Kish
291
0 (lbs)
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100 TONS i75 TONS I 50 TONS T = 25 TONS
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P = 100 TONS
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FIGURE 7. RAIL LONGITUDINAL FORCE MEASUREMENT CONCEPT BASED ON RAIL BENDING RESPONSE
292 Bulletin 716 — American Railway Engineering Association
This new approach is based on the fact that if the rail can be held at two points at some distance apart, and a concentrated load applied at the center of this portion, the structure behaves like a beam column and its deflection is influenced measurably by the longitudinal load in the rail. Clearly, the compressive longitudinal load will increase its deflection, whereas the tensile load will reduce it. Besides the longitudinal force, the deflection is dependent on the rail size, applied load Q, beam column length L and the nature of end constraints. It is possible to design a rig such that for all locations and measurements, the end conditions are sufficiently repeatable. Preliminary test results on this concept show good enough sensitivity and repeatability to warrant continued research.
6.0 SUMMARY OF TRACK BUCKLING PREVENTIVE MEASURES
The following is a summary of various considerations for buckling prevention compiled as a result of several TSC track buckling workshops over the past four years:
o ENSURE AND MAINTAIN GOOD TRACK RESISTANCE
Track resistance is one of the key parameters governing track stability, therefore it is most important to maintain full ballast section (i.e., full cribs and adequate shoulder). Avoid "working" ballast in hot weather, and require adequate consolidation after surfacing for resistance recovery, meanwhile implementing proper slow order procedures.
o ENSURE HIGH AND STABLE RAIL NEUTRAL TEMPERATURE Neutral temperature variation has also been identified as a key cause of buckled track. Therefore it is important to install CWR pro[>erly, and readjust if rail is laid during the winter. Sufficient and effective anchoring is also imperative in preventing rail running hence limiting neutral temperature change. Care must be excercised in lining in and out of curves. When replacing broken rail, a sufficiently long destressing zone should be provided to keep neutral temperature uniform.
o CONTROL LINE DEFECTS
Alignment errors also influence CWR tracks' buckling [>otential. Therefore, it is important to hold alignment (both vertical and lateral) to close tolerances, especially during high temperature conditions. Additionally, consideration should be given to preventing and/or monitoring curve "breathing" (pull-in) during the winter time.
o EXCERCISE "GOOD PRACTICE" INSPECTION AND RECORD KEEPING PROCEDURES
More frequent inspection for line defects, "snakiness", rail running, ties moving, and weak ballast section can be important in identifying potentially buckling prone locations. Keep good records (setup data base) of puU-aparts, broken rails, destressing temperatures, and disturbed track; catalogue and analyze buckling incidents.
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A
294
Bulletin 716 — American Railway Engineering Association
Paper by A. Kish 295
7. CONCLUSIONS
Current TSC/FRA research is well underway in developing the technical information for improving the buckling safety of CWR tracks. This includes the development and validation of dynamic buckling analyses, ballast resistivity characterization and development of measurement techniques CTPT device), neutral temperature variation behavior assessments, and developing concepts and techniques for rail longitudinal force measurement. It is hoped that in the near future, safety limits and guidelines for buckling prevention can be developed as schematically shown in Figure 8.
As Figure 8 indicates, for a specified curvature and line defect, safety limits are expressed in terms of track resistance required for specific rail force or allowable temperature increase value. The track lateral resistance could be measured via single tie push tests (STPTs) and the rail force (or neutral temperature) via a mobile rail force measurement system based on the previously discussed rail bending concept.
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V.
PRESENTATION ON HEAVY AXLE LOADS
By: L. T. Cerny*
I'm happy to say that this may be the last time that I give a talk regarding axle loads. This isn't because I dislike the subject but because of reasons I'll now explain.
When I took my present position in 1979, one of the most fundamental issues facing the railway engineering profession was the question of heavier axle loads. In 1980, under the leadership of then President Mike Rougas, the A.R.E.A. began looking into this question. This involved a trip over the Waynesburg Southern Railroad, which at that time originated the Pittsburgh and Lake Erie and Conrail move of 315,000 lb. cars to the Detroit-Edison generating plant at Monroe, Michigan.
This verified that it was technologically feasible to operate these cars and gave some information on possible rail life and other information that could be useful in making decisions regarding heavy axle loads.
Up until the present, information on heavy axle load questions has been a matter of gathering up bits and pieces of information from many sources. These talks I have given over the years on this subject have tried to organize this information from actual operations, railroad decisions regarding heavy axle load cars, research studies and various other sources, including the incorporation of foreign experience which was in most cases not directly applicable. This gathering of information in bits and pieces was the best that could be done under the circumstances.
However, as you heard in Dr. Reinschmidt's talk earlier in this conference, we are standing at the threshold of getting the best information we have ever had on the question of going to heavier axle loads. The heavy axle load tests that will be run at the Pueblo Test Center should provide good information on which to base heavy axle load decisions. Past information indicated a wide variety of answers to the question of how detrimental heavier axle loads would be to rail life. Based on this past information my view was that the rail life measured in MGT under 315,000 lb. cars would only be about half of that under 263,000 lb. cars, all other conditions being equal. The most recent information has indicated that at least in some cases this life measured in MGT maybe on the order of 2/3 rather than one 1/2.
If the results of the Pueblo tests show that going to a heavier axle load will bring considerable savings to the railroad industry, we will then have another tool with which to become more competitive. At a talk before this group in 1980, I said the following: "Ever since railroading began over 1 50 years ago, the trend has been towards larger and heavier equipment. If we are now to say that the 263,000 lb. car is as heavy as equipment should get on four axles, we are advocating a fundamental change in this direction. As the technology of other modes improves, such a change in philosophy could mean that railroading would not remain competitive."
If the tests at Pueblo show that the heavy axle load is beneficial from an overall railraod standpoint, what would be some of the advantages? One of those most immediate would be to more fully allow the potential of double stacks to be reached. My discussion here will deal with containers in the 40 ft. range, and not the short 20-footers which have such a potential for overload problems. If we have a double stack container train using the same 33 ton axle load as a 100 ton coal or grain car, we can achieve a payload-to-gross-weight ration of 64.9%. The restraint here is that both containers, which are designed to international standards, cannot be loaded to their 67,200 lb. maximum gross weight. My understanding is that this constraints about 30% of the commodities shipped. Double stack trains using 120 ton trucks with 39 1/2 ton axle loads would allow the containers to be loaded to an average of 92% of weight capacity , giving a 68. 2% pay load-to-gross weight ratio. Thus the use of 1 20 ton trucks versus the 100 ton truck on double stack container trains would improve the pay-load-to-gross-weight ratio by 5.1%. As I will mention later, this special situation iscausedby having to accommodate containers of a specific international design and does not apply to bulk commodity unit trains, where going to a heavier axle load does not improve the payload-to-gross-weight ratio.
Allowing heavier axle loads would also have a benefit in the use of the single axle roadrailer type vehicle. The roadrailer is a highway trailer which also has rail capabilities. It, like the double slack, has
* Excculive Director. AREA and Hnginccnng Division. Association of American Railroads
297
298 Bulletin 716 — American Railway Engineering Association
one railway axle per trailer or container. The trailer and load are limited by highway load limits to about 64,7001b. to allow for a 15,3001b. tractorandamaximum total weight of 80,0001b. 64,7001b. on one axle is below the 65,750 lb. axle load of the 263,000 lb. car, but because of the need to tuck the rail wheels under the trailer when traveling on the highway, the wheel diameter is only 33 inches instead of the 36 inches that is normally used on 263,000 lb. equipment. Thus rail contact stresses are 7.4% over that of 263,000 lb. cars on 36 in. wheels. On a regular highway trailer the load can be 53,400 lb. and still be within the 80,000 lb. maximum federally allowable weight because it doesn't need the approximately 6500 lb. extra weight of the equipment necessary to make it capable of running on rails.
If we take the view that the trailer is going to be loaded the same whether it has rail capabilities or not, we would have a total weight of 7 1 ,300 lb. on one axle with 33 in. wheels which creates contact stresses 5.6% over that of a 315,000 lb. car with 38 in. wheels. I should mention, of course, that in both the case of the double stack and roadrailer many loads tend to cube out before they weight out, that is they take up the full volume of the container before reaching maximum allowable weight. Thus the maximum axle loads I mentioned would probably only occur on a small percentage of the axles, in contrast to a unit train where the maximum axle load is present on nearly all the axles.
Looking at unit trains of bulk commodities, it is important that we remember that for a given type of car technology there is no pay load-to-gross- weight advantage in going to heavy axle load cars. A 315,000 car, carries the same weight percentage of commodity as a 263,000 wen both cars are of equal technology . Obviously if the 3 1 5 ,000 lb . car is built with aluminum instead of steel when compared to a 263,0001b. carbuiltonly of steel, then the 315,000 lb. car will show a higher payload to gross weight ratio, but there is no reason that the 263,000 car could not be designed with aluminum also. Detailed studies of this matter have shown the payload-to-gross-weight ratio does not improve with heavier axle loads. The 315,000 lb. gross weight car, the "so-called 125 ton car", can only haul 20% more payload than the 263,000 lb. car when both use the same materials and design procedures. The locomotives will have to pull just as much weight of cars to haul a given amount of payload whether these cars are of 263,000 or 3 15,000 lb. design. Becauseof these facts it is more proper to call the 315,0001b. cara 120 ton car, to be consistent with calling a 263,000 lb. car a "100 ton" car.
We can look at some of the experience with 3 1 5 ,000 lb . axle loads to date in various decisions made by various railroads. On Conrail the use of the 3 15,000 lb. cars on the Detroit-Edison unit train has been reduced and new cars being purchased are of the 263,000 lb. design. The Black Mesa and Lake Powell chose 315,000 lb. cars, but these were later light loaded to approximately 263,000 lb. The Union Pacific and Chicago and Northwestern have removed provisions for 315,000 lb. traffic from the Railway Lines Clearances publication so that such loads now have to handled on an individual case by case basis. The Union Pacific has also made the decision to use double axle roadrailers in a model called the Mark 5, thus reducing axle load to far below that experienced with 100 ton cars.
On the other hand the Norfolk Southern Railway, based on decisions made on the former Southern Railway, has had a policy of allowing 286,000 lb. cars on many of its coal trains, this being a 9% increase in axle loads, and believes that this policy has been advantageous to the railroad. The BuHington Northern, Union Pacific, and Chicago and Northwestern recently decided to operate some of the 120 ton truck double stacks and the Buriington Northern is, on an experimental basis increasing the load on some of its bulk commodity cars to 283,000 lb., this being a 5% increase in load.
It is important to look back on how far we have come since 263,000 lb. cars were introduced in the middle 60s. Most of our lines have been vastly improved with deeper ballast sections. Welded rail has replaced jointed on most of our main lines, and there is a considerable body of opinion that had we not gone to welded rail the track structure would not have been able economically to take the 100 ton 263,000 lb. gross weight cars. Back in 1980 there were some dire predictions about how rail life would be affected by the 100 ton cars. At that time a rail life of over 1 billion gross tons had been achieved on welded rail under 220,000 lb. maximum weight cars and predictions as low as 4(X1 mgt for 263. (XX) lb. cars had been made. But the reality is that significant amounts of rail are now over I billion gross tons
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300 Bulletin 716 — American Railway Engineering Association
with predominantly 263,000 lb. car traffic. The combination of better roadbed, welded rail, better rail metallurgy, and modem grinding policies has put us in nearly the rail life situation that we had before with 220,000 lb. cars. Because of their original design for heavy steam locomotives, bridges have not been a severe problem with the 263,000 lb. cars and the concentration of effort in regard to these cars has been to improve the track structure. It may be that the most fundamental problem with 315,000 lb. cars would be a redirection of emphasis towards railway bridges as the 315,000 lb. cars have an accelerated effect on reducing bridge fatigue life.
In summary, the heavy axle load project at FAST should give a definitive answer and plenty of information for making engineering decisions on heavier axle loads and it will no longer be useful for me to be making talks about increased axle loads by gathering up bits and pieces of information. The sophistication of railway engineering has come a long way. In the middle 1960's 263,000 lb. cars were thrust upon us without adequate study. Compare this to the present climate where research dollars are being wisely spent to decide the issue of 315,000 lb. cars before large investments are made. Thank you for your attention.
PUBLISHED AS INFORMATION BY COMMITTEES
COMMITTEE 16 — ECONOMICS OF PLANT, EQUIPMENT AND OPERATIONS
Chairman: C. Bach
Report of Subcommittee 6 Subcommittee Chairman: J. W. Rettie
APPLICATIONS OF ROBOTICS IN THE RAILWAY INDUSTRY
By: Carl D. Martland*
This report was prepared by Carl D. Martland* in cooperation with AREA Committee 16 as part of the Core Research of the Association of American Railroad's Affiliated Rail Program at MIT.
Abstract:
Robotics have only a limited role in improving railroad productivity. The most likely applications are in the shops for such activities as welding, cleaning, painting and materials handling. A survey of 13 railroads shows that they are generally satisfied with the 20 robots that they have installed in their shops. The economic benefits, however, are small compared to the total costs of operating a shop.
Introduction
Robotics offer the promise of improving the quality and the productivity of many manufacturing and maintenance activities. However, robotics applications have been concentrat- ed in industnes other than transponation, such as electronics and automobile assembly. As a result, most railroads have had too little experience with robotics to judge their true wonh and their most appropriate role.
AREA Committee 16 therefore undertook various investigations regarding the potential applications of robotics within the rail industry. The Committee visited robotics laboratones at MIT and Carnegie .Mellon Universities in order to see at first hand some of the technological advances being made in this field. Dunng these visits, the Committee had an opportunity to listen to robotics expens describe the promise and the pitfalls of this technology. The Committee also inspected the use of robotics and other advanced automation techniques at Norfolk Southern's welding plant in Atlanta and General Elecmc's locomotive assembly plant in Ene, Pennsylvania. In addition, the Committee assisted researchers at the AAR's Affiliated Rail Research Program at MIT as they investigated the potential uses of robotics in locomotive rebuilding at Conrad's Juniata Shop.' Finally, the Committee conducted two surveys, in 1984 and again in 1987, concerning the applications of robotics within the rail industry. This paper presents the results of these surveys along with some general conclusions based upon all of the Committee's investigations.
Principal Research Associate. Massachusetts Institute of Technology
301
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Published as Information 303
Implications of the Juniata Study
The Juniata Study included an overview of the uses of robotics in other industries. The study found that robots are most commonly used in such activities as materials handling, welding, painting, and cleaning. Companies install such robots in order to reduce costs or
provide a consistently higher quality than achievable in manual operations. Companies may also install robots to replace operators engaged in dull, diny, or dangerous jobs.
The study addressed robotics applications, which were clearly distinguished from other lands of automation. According to the Robot Institute of America, a robot is:
"a programmable, multifunctional manipulator designed to move material, parts, tools, or specialized devices through variable programmed motions for the perfor- mance of a variety of tasks." A robot IS therefore quite different from machinery that is designed to perform a specific set of tasks. It is important to decide when it is appropriate to use specialized machinery and when it is better to use roboDcs. In particular, it is necessary to compare robotics to the existing automated machines that have been developed for use in rail shops and maintenance of way.
There is general agreement that shops are the most likely places to find railroad applications. Maintenance of way, which clearly has benefited greatly from automation, is less suited to robotics because of two factors. First, the work is done outside, which requires strong, durable machinen,', while most robots are designed to work indoors. Second, maintenance of way has developed into a highly specialized set of activities that use highly specialized equipment. Shop activities, on the other hand, are performed indoors and include such things as welding, grinding, cleaning, painting, and materials handling, all of which are tN-pical robotics applications.
Nevertheless, there are some major questions concerning the applicability of robots in railroad shops. For one thing, the components of freight cars and locomotives tend to be mu.h larger and heavier than the maienals typically handled in manufactunng operations. Second, maintenance is inherently a dinier, less standard kind of operation than manufacturing. In addition, the workload tends to be low in volume and highly vanable. Finally, railroads have already installed a great many automated machines that provide productivity and quality equivalent to or even superior to what could be done with robotics.
To address these questions, the AAR sponsored a detailed study of the potential applications of robotics in a panicular shop. The study was carried out in close cooperation with Conrail and Committee 16 as pan of the AAR's Affiliated Rail Research Program at MIT. The
304 Bulletin 716 — American Railway Engineering Association
study focussed on the Juniata Backshop in Altoona, Pennsylvania. This was a weU-designed, highly automated shop that had been completely renovated in 1981.
The MIT/Conrail study team systematically examined the possibilities for robotics at Juniata. Following several tours through the plant and discussions with robotics vendors, Conrail worked with a vendor to prepare a proposal to install a robot within an existing blast booth for cleaning traction motor armatures. Although the vendors were not particularly impressed with any other possibilities, the study team elected to investigate a total of 26 potential applications. A quick in\'estigation of workloads and technical requirements indicated that only 7 of these were promising applications, i.e. straightforuard applications uhere the manual labor was high or the envu^onment was bad. These 7 plus 7 questionable applications were then examined in detail. Of these, only 6 had a payback of less than 5 years and only 2 had a positive net present value assuming an after-tax discount rate of 6%. A sensitivity analysis identified labor savings (the product of the workload and the labor saved per unit) as the most critical factor. However, even with a 50Tc increase in labor savings, only 6 of the other applications had a positive net present value. Furthermore, even if all of these applications were installed, the annual savings at Juniata would be under SO. 4 million, which is well under 5^ of the annual operating budget of the shop. The study also considered the possibility of creating general purpose work stations for welding, cleaning, painting and machining. Three such workstations were found to be attractive, but the annual benefits were still under $250,000 annually. Furthermore, these consolidated work stations would have to be installed as pan of a general renovation of the shop, since matenal flows would be changed significantly.
In shon, the study concluded that there was not yet a great need or a great opponunity for robotics in a modem railroad backshop. On the other hand, a railroad that is consolidating or modernizing shops should consider the use of robotics, especially in consolidated work stations for welding, cleaning, and painting. The main problems in justifying robotics were also found to be economic rather than technical.
Surveys of the Rail Industry
Two surv'eys of the railroads represented on Committee 16 indicated modest experience but substantial interest in robotics. Thineen railroads responded to either the 1984 or 1987 surveys. Of these, seven had installed a total of twenty robots and developed plans to install two more (Exhibit 1 ). A number of other potential applications were identified by respondents (Exhibit 2V In many cases, railroads had formulated a study group to evaluate uses of robotics (Exhibit 3).
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306
Bulletin 716 — American Railway Engineering Association
EXHIBIT 1 ROBOTICS APPLICATIONS REPORTED BY 7 RAILROADS
RAILROAD
C L
E I.
2. 3.
APPLICATIONS
Loading roller bearings onto bearing press (VoU;swagenwerks GP132)
Matenals handling (lo load a CNC machine) (Unimaie Senai400 5-B)
Welding (ASEA IRB-6)
Painting the intenor and extenor of cylindncal hop- per cars
Vision guided welding of wear plates onto truck side frames (Automaux)
Tamping and anchor posi- tioning using an electro- magneuc probe (Modified Canron Mark II)
Anchor adjuster*
Tie plate distributor*
Welding freight car sub-as- semblies (Ununation Apprenuce)
Welding locomouve gear
cases
(Advanced Robotics Cy-
ro-750)
Matenals handling using photo cells and limit switches in material through a 250-ton press and a 150-ton punch) (Cincinnau Milacron HG)
Welding various locomo- tive and freight car compo- nents (Comet Wcldmg RT280)
Welding tracuon motor as- semblies (Comet Welding RT280)
DATE IN- STALLED
1985
1979
1983 1985
1984
1983
1984
1984
JL'STIFICATION
Reduced manpower; hazardous op- eration
Reduced manpower and improved quality
Improved quahty and productivity
Reduced manpower; hazardous en- vu'onment
|
19W |
Reduced manpower and improv quality |
|
1987* |
N.A. |
|
1987* |
N.A. |
|
1981 |
Reduced manpower |
Improved quality by manufactunng previously purchased product
Reduced manpower
Reduced manpower
Replaced exisung machine
Welding, using a wireiouch 1984
(Hitachi PW-10-11)
Manipulaung locomotive 1975. 1982
governor and fuel injector pans within a washing cell (2 robots)
Moving dicsel pistons be- 1975
lwe«n a conveyor and 6 chemical tanks, where ihcy are processed (Manufactured in house I
Reduced manpower and impro\ed quality
Reduced waste and manpower; bet- ter quality; hazardous operation
Reduced waste and manpower; bet- ter quality; hazardous operation
Published as Information
307
EXHIBIT 1 (continued)
Inspecung and measunnj; 1986
iracuon motor cases (Brown & Sharpe 3000 Sc- ries VaJidaior Honzonial
CMS)
Moving u heels bccwcen 2 1979
conveyors and bonne mill (Farrcl Corp. OENO"
Moving axles between 1987
in-bound rack, axle lathe.
storage rack, magnafltix
rack, and scrap car
(Acco Babe ock 8100000
Twin Hoist Tractor)
Loading and unloading 1987
trays for 2 CNC car bottom
furnaces and quench lank
elevator
(Modem Industnal Heaung
Model 11850587 Gantry)
Reduced manpower
Reduced manpower; hazardous op- eration
Reduced manpower; better quality, eliminate forklift
Reduced manpower; better quality; hazardous operation
•Installauon planned for late 1987; details not available.
EXHIBIT 2 POTENTIAL APPLICATIONS BEING CONSIDERED BY RAILROADS
OPERATIONS
PULL PINS AT HUMP
AUTOMATIC LOADING, UNLOADING, ANT> STORAGE OF CONTAINERS AND TRAILERS
MAINTENANCE
AIR BLASTING OF TRACTION MOTORS
AUTOMATED POWER ASSEMBLY RECLAMATION LINE
RENEWAL FOR RESIN BRAKE LININGS (ESPECIALLY MAKING HOLES FOR RIVETS)
RENEWAL OF CORRODED OUTER SURFACES OF ROLLING STOCK
LOCOMOTIVE PAINTING
LOCOMOTIVE BACK SHOP APPLICATIONS
FREIGHT CAR PAINTING AND REBUILDING
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Published as Information
309
EXHIBIT 2 (continued)
CONSTRUCTION"
AUTOMATIC ASSEMBLY OF TRACK PANELS
FORGING GUARD IRONS
INSTALLING HOPPER DOORS AND DOOR BEAMS
INSTALLING COUPLERS
ASSEMBLLNG TRUCKS
ENGLN-EERING
HANT)LING TRACK JEWELRY PRODUCTION TAMPING
EXHIBIT 3 ROBOTIC STUDY GROUPS
R.MLROAD PERSONNEL DEPARTMENT
C 2(PT)(1984} Mechanical (1) and R&D (I), reponing to Me-
chanical Department in 1984.
1 (PT) (1987) Mechanical depanment only in 1987.
4 (PT) (1984) Equipment Depanment planning
2 (PT) (1984) Manufacturing Engineering (pan of group that
develops capital projects)
2(FT) (1984) Mechanical (2, and Industrial Engineenng (1).
reponing to Director of IE-Mechanical and to Director of OR and Plannin'j
|
I |
15 (PT) (1984) |
|
G |
2(PT)(1987) |
|
L |
1 (PT)(1987) |
Depanment of Rolling Stock and Maintenance Maintenance of Way & Structures Mechanical Depanment
NOTE:
FT = FULL TIME PT = PART TIME
310 Bulletin 716 — American Railway Engineering Association
None of the Nonh Amencan Railroads, however, had examined robotics as carefully as the Japanese National Railway (JNRi.= An intensive JNR study was headed by Professor Iguchi of Tokyo University and involved two JNR engineers on a full time basis plus thirty JNR and university people on a part time basis. Initially intended as a 3-year study, it was terminated in 1984 after two years because few immediate applications were discovered. JNR's conclusions are summarized in Exhibit 4. In addition, in the area of equipment construction, Japan does not use robots as widely as in the automobile or home appliance industnes because of the low volume of production. It is also interesting that JNR engineers joined Kawasaki heavy industnes (a rolling stock manufacturer with close ties to Unimate, a U.S. robotics firm) and successfully developed robotics applications, but not for the railway division,
EXHIBIT 4 CONCLUSIONS OF THE JNR STUDY OF ROBOTICS
1. ROBOTIZATION OF MAINTENANCE OPERATIONS IS PERHAPS 10 YEARS IN THE FUTURE WHEN MORE STANDARDIZATION OCCURS ANT) EXCESS E.M- PLOYEES ARE REDUCED THROUGH ATTRITION.
2. PRESENT ROBOTS CAN'NOT ACCOMMODATE THE CURRENTLY HIGHLY VARL\BLE MAINTENANCE CIRCUMSTANCES, CAN'NOT BE JUSTIHED ECO- NOMICALLY, AND CAN'NOT HANDLE HEAVY PARTS.
3. ROBOT COST, FLEXIBILITY ANT) EASE OF USE MUST BE IMPROVED FOR RAILWAY MAINTENANCE.
4. SINCE PRODUCTION LEVELS IN THE CAR MANUFACTURI.NG SECTOR ARE CURRENTLY VERY LOW, ROBOT DEVELOPERS ARE PURSUING OTHER APPLI- CATIONS.
5. NTW VEHICLE DESIGNS SHOULD EMPHASIZE STANDARDIZATION COMPATI- BLE WITH ROBOTIC MAINTENANCE; JNR SHOULD ADOPT A STRATEGY FOR DESIGNS AND ROBOT DEVELOPMENT TO COME TOGETHER L\ 10 YEARS.
6. AT PRESENT, THERE ARE NO SOPHISTICATED ROBOTS IN JNR, BUT MANY AUTOMATIC SEQUENCE MACHINES ARE IN USE.
7. THE PRLNCIPAL ROBOT APPLICATION THAT WAS DISCOVERED AND RECOM- MENT>ED BY THE STUDY TEAM WAS THE CLEANING OF TRACTION MOTOkS.
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312 Bulletin 716 — American Railway Engineering Association
The remaining exhibits provide some technical details on the North American applications. For each application, the exhibits give technical specifications, operating conditions, financial return, and qualitative assessments.
Overall, the railroads were very satisfied with nearly all of the applications. The only exception was E-3, where it was necessary to dismount the robot from its wall-mounted frame in order to do any maintenance. Furthermore, the robot did not quite reach all interior points and it could not be used for extenors. Nevertheless, this robot is still being used to paint 95^^ of the intenor of cylindncaJ hopper cars. In two other cases, the robots are no longer used because their shop was closed as part of a consolidation program.
The following conclusions can be drawn from the results of the surveys;
1. As of mid- 1987, few robots v. ere in use or about to be installed in the rail industry, either in North Amenca or in Japan.
2. The most common applications were:
a. Welding, with robots made by 6 manufacturers in use on 4 railroads
b. Matenals handling, with robots made by 6 manufacturers in use on 5 railroads.
3. Applications and studies both emphasized the use of robots in maintenance, rebuilding, and consffuction of equipment.
4. Railroads were, in almost all cases, satisfied with their robots' performance. The greatest problems related to maintenance (high downtime or a lack of trained personnel for repairs) or to the complexity of programming the robots. Maintenance was a special concern because all of the robots v.ere ser\'iced in house either from the stan or. in some cases, after a 1-year warranty penod.
5. Robots were generally installed to reduce manpower or to improve quality, although in one case the robot replaced an existing machine and in another the robot allov.ed a railroad to manufacture rather than purchase a panicular product.
6. All of the US applications cited an ROI of at least 1 STc or a payback penod of less then five years.
7. Most of the recent applications were integrated with other automatic equipment.
8. In general, railroads are slowly adopting robotics, almost entirely in conjunction with on-going effons to automate maintenance activities.
Published as Information
313
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Bulletin 716 — American Railway Engineering Association
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Bulletin 716 — American Railway Engineering Association
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Published as Information 319
The Potential for Robotics in the Rail Industry
Taken together, the Juniata study, the surveys, and the Committee's discussions point to a common conclusion. There is indeed a role for robotics in the rail industry, but it is not a major role. There are only limited opponunities for applymg robotics in railroad shops, and that is the area where robotics are most suitable for use. Unlike manufacturing facilities, railroad shops have relatively low volumes of very large pans that in many cases can already be processed through a variety of special-purpose machines. Until inexpensive, mobile, multi-purpose robots become readily available, it will be difficult for railroads to consolidate enough work to keep robots busy. More fundamentally, robotics are most likely to affect maintenance, which is not the main product offered by railroads. Unless there is a direct and substantial effect on the cost of rail operations or the quality of rail service, robotics or any other technology will have a minor impact on overall railroad performance.
Perhaps the greatest opponunities for robotics will anse when a railroad is consolidating or modernizing its shops. At such a time, it should be possible to use off-the-shelf technology to create a robotic welding, cleaning, machining, or painting center. It may also make sense to use robots to move material to and from automated machines or testing stations. In most cases it will not make sense to try to develop a highly specialized robot, simply because the development costs are likely to exceed $1 million and offset potential benefits. Also, it is necessary to remember that other kinds of automation may be as good or better than robotics, especially if maintenance is thereby simplified.
Robotics technology is of course developing rapidly. In the visits to the university labs. Committee 16 was able to see examples of what may lie ahead. Research is being devoted to many topics, including sensory perception, highly accurate positioning, and controllability. Vision and other sensory capabilities are very important because of the possibility of automating inspection activities. Robotic capabilities are also being integrated into larger machines that could more easily deal with massive railroad components. Intermodal terminal operations could conceivably be vastly improved by such technology. Hence, the rail industry should continue to stay abreast of technological developments that may open up many new applications in the future.
1 Carl D. .Manland, "Analysis of the Potential Impacts of Automation and Robotics on Locomotive Rebuilding.' IEEE Transactions on Engineering Managemei.i. .Mav 1987, pp. 92-100.
2 JNR, "Repon on Study of Automation of Rolling Stock Inspection and Repair Service," JN'R Technical Topic M-0121, March 1984, Japan Railway Engineenng Association.
COMMITTEE 22 — ECONOMICS OF RAILWAY CONSTRUCTION AND MAINTENANCE
Chairman: W. C. Thompson
Report of Subcommittee 4 Subcommitte Chairman: J. M. Johnson
Economics of Ballast Cleaning
Ballast cleaning has recently become a more common method of track structure or ballast maintenance. Generally, ballast cleaning means the use of large ballast undercutter-cleaners (BUC). These machines remove the entire ballast section from the track and process the ballast through a series of vibrating screens. The cleaned ballast is returned to the track and the waste is discarded. The use of the machines is a result of improvements in technology, recognition of importance of drainage, and a need to improve rail, tie and surfacing cycles.
This sub-committee circulated a questionnaire to members of Committee 22 and to the Chief of Engineers of some other railroads. Eleven responses were received, representing most of the large railroads in the United States and Canada and a good cross-section of the smaller ones. The survey indicates that ballast cleaner costs are generally better than those of undertrack plows. This may be in some degrees an indicator of improvements in the railroad engineer's ability to accurately track the costs associated with ballast cleaning. Although not clearly indicated, the use of ballast cleaners also implies an overall improvement in track conditions, since it is common practice to use undercutters on "good tie track" as opposed to rehabilitation work.
This report covers the factors involved in the decision to use a ballast cleaner, some of the benefits of ballast cleaning, some costs of ballast cleaning and presents a hypothetical economic case for a ballast cleaning project. The questionnaire results are the primary source for this information. Some other research was also done and included in the report.
Factors Involved in the Ballast Cleaning Decision:
It must be recognized that the decision to use an undercutter-cleaner is a complex and e,xf)ensive proposition. The cost of leasing or owning such a machine can run into several thousands of dollars per day. Therefore, careful analysis and consideration must be given to the program size and cost and to the resources available for such a program. Several large railroads have determined it is more economical to own rather than to lease the equipment. This is largely a result of the size of the program the railroad has annually. A second primary consideration is the condition and type of ballast that is being considered for cleaning or renewal. If the ballast in the track isofpoorquality or is extremely fouled, it is not worthwhile to clean it. Assuming the ballast is worth reclaiming, subgrade conditions occasionally prevent the use of ballast cleaners by maintaining a high moisture content in the ballast section. It should be noted, however, that ballast cleaners often present an opportunity to improve subgrade conditions by introducing a geotextile or sand filter between subgrade and the ballast section. Also, some railroads feel that an undercutter is an economical method even when 100% of the ballast is wasted.
Ballast transportation costs are a critical issue of ballast cleaning. For many years railroad engineers refused to recognize the cost associated with transporting the ballast from the pit to the site where it is used. The recent changes in railroad accounting methods and overall cost pressures have caused more consideration of this factor. Because ballast cleaners reduce the amount of ballast required ( as opposed to plowing or sledding), there is a considerable savings in transportation and other overhead costs, especially when a reasonable amount of the ballast is reclaimed.
As mentioned earlier, most railroads require a good tie condition before an undercutter cleaner is used. There are varying methods, ranging from tie renewal immcdiatch in front of the undercutter to renewal in the prior year. Others opt for spot tie renewal immediately ahead of the undercutter. In any case, poor tie condition will have a very detrimental effect on undercutter production. This is because
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322 Bulletin 716 — American Railway Engineering Association
the ties are suspended from the rail in the undercutting process and because the track is ordinarily dumped full of ballast behind the undercutter for the surfacing raise.
Within a given track segment, track profile and adjacent structure limitations must also be considered. Ballast cleaners allow the track profile to remain essentially the same since the ballast beneath the tie is cleaned as opposed to replacement. If there are problems with overhead clearances, embankment width, station platforms, etc. , undercutter cleaners have a definite advantage. However, with the presence of any structure or limitation preventing the undercutter from moving forward normally, expensive delays can occur. These include road crossings, turnouts, bridges, platforms, etc. Each one of these restrictions must be considered separately to determine whether it is possible to cut through them or if it is necessary to go around them. One must also consider the need to renew or clean the ballast through these structures as well with some other method if necessary. These problems, and available track time will determine the rate at which the undercutter can progress and will consequently affect the overall cost substantially.
Benefits of Ballast Cleaning:
The railroad industry has been slow to recognize the economic or life cycle value of various projects or programs, especially in terms of ballast and subgrade. It is clear that ballast cleaners represent an economic, effective way to increase the ballast life cycle and consequently increase the life cycle of ties and rail as well. Ballast cleaners have some economic benefits that are not frequently considered. Undercutter start-ups are generally easier than plows and sleds, and smaller gangs are required. Raises for road crossings are minimized, and it is possible to cut through some turnouts. Ballast transportation savings were previously mentioned. A long-term undercutting program would also reduce the requirements for capital investment in ballast pits, ballast cars and the associated physical plant. This consequently reduces the number of people required to operate the pits, transport the ballast and distribute the ballast. This is in addition to any net savings from ballast cleaning as opposed to undertrack plow operations, which one Chief Engineer placed at approximately $13,000 per mile. Finally, as previously mentioned, undercutter cleaners provide a good method for installation of geosynthetics or even sand filters to improve subgrade conditions and extend ballast and surfacing cycles. On the negative side, the cost of the machine, high maintenance and consequent delays must also be considered.
Cost of Ballast Cleaning
The typical ballast cleaner cost and some basic assumptions are used to produce the attached example. (Table I .) Basic labor rates, equipment costs and production rates are assumed as indicated. The engineer can vary these factors to accommodate his particular situation. The case study (Table 2) examines the proposed hypothetical forty mile undercutter segment where tie renewals are accomplished by gangs working immediately ahead of the undercutter and track time is available for a full seven hour productive window.
The question of whether to lease or own such a large piece of equipment is dependent primarily on the goals of the railway company involved and the size of the annual undercutting program. Our survey indicates that those railroads with programs in excess of 1(X) to 150 miles of undercutting (6-8 months working time) usually consider purchase. As mentioned earlier, there are significant cost savings associated with larger, consistent undercutting programs in terms of reduced ballast production, tmasportation, and distribution costs over the long term period.
Published as Information 323
Table 1.
This comparison indicates the influence ballast recovery and ballast transportation have on total cost per mile. Those factors which are common are not included and these costs are in addition to tie renewal.
Cost ($) Plow Cost ($)
|
Tie& |
|
|
Gang Type |
Undercut |
|
Daily Costs |
|
|
Lease w/Operator |
|
|
Support Gang Consist |
|
|
Foreman |
1 |
|
Operator |
2 |
|
Laborer |
4 |
|
Total |
7 |
|
Support Gang Cost |
|
|
Men (a $150 each |
|
|
Equipment |
|
|
Supplies, Truck |
|
|
Work Train |
|
|
Total Daily Costs |
|
|
Average Ft/Day |
4200 |
|
•Daily' Costs/Mile |
|
|
Total Ballast Volume |
|
|
Cubic Yards/Mile |
3381 |
|
Ballast Recovery (%) |
50.0% |
|
Ballast Cost |
|
|
Delivered/Cu Yd |
15.00 |
|
Ballast Cost/Mile |
|
|
Total Cost |
|
|
Per Mile |
4500 1200
1050 1050
100 0
250 250
0 1200
5900 3700
5200
7417 3757
3381 0.0%
15.00 25358 50715
32775 54472
324
Bulletin 716 — American Railway Engineering Association
Table 2.
Case Study — Hypothetical Track Segment — Undercutter and Plow Comparison
Track Segment Length Total Turnout Count Average Turnout Length Total Road Crossing Bridges to Skip Average Bridge Length
40 Miles
20 200
25
4
100
This study attempts to illustrate some of the factors involved in ballast renewal work. The engineer must consider each segment and its costs carefully to determine the actual costs involved.
Gang Type
BUC
BUC
BUC
BUC
Plow
Production — Ft/Hr Productive Hrs/Day
Delay (Hrs)/Skip Delay to U/C Turnout Cu Yds Ballast/Mile
(8 in. clean ballast) Ballast Recovery Rate Ballast/CY Delivered— $
Small Undercutter/Ft— $
Additional Runoff (a^Skip Crossing Approaches — $
Daily Cost for Gang — $
Total Feet to Work Less Skips
Bridges
Turnouts Net Footage
Total Ballast Required Total Ballast Cost— $
Hours Required Plus Bridge Delay Plus Turnout Delay Total Hours Required Total Days Required
Total Gang Cost — $ Small Undercutter Cost — $ (Skip Footage Less Total Bridge Length (a $10/Ft) Road Crossing Approach Additional Asphalt — $
Comparative Cost — $ Comparative Cost/Mile — $
|
1050 |
1050 |
1050 |
1050 |
1200 |
|
4 |
4 |
4 |
4 |
5 |
|
0.8 |
0.8 |
0.8 |
0.8 |
1.0 |
|
1.0 |
1.0 |
1.0 |
1.0 |
N/A |
|
3381 |
3381 |
3381 |
3381 |
3381 |
|
70.0% |
50.0% |
30.0% |
0.0% |
0.0% |
|
15.00 |
15.00 |
15.00 |
15.00 |
15.00 |
|
10.00 |
10.00 |
10.00 |
10.00 |
10.00 |
|
100 |
100 |
100 |
100 |
200 |
|
0 |
0 |
0 |
0 |
200 |
|
5900 |
5900 |
5900 |
5900 |
3700 |
|
211200 |
211200 |
211200 |
211200 |
211200 |
|
800 |
800 |
800 |
800 |
1200 |
|
6000 |
6000 |
6000 |
6000 |
8000 |
|
204400 |
204400 |
204400 |
204400 |
202000 |
|
40572 |
67620 |
94668 |
135240 |
135240 |
|
608580 |
1014300 |
1420020 |
2028600 |
2028600 |
|
195 |
195 |
195 |
195 |
168 |
|
3 |
3 |
3 |
3 |
4 |
|
20 |
20 |
20 |
20 |
0 |
|
218 |
218 |
218 |
218 |
172 |
|
54 |
54 |
54 |
54 |
38 |
|
321353 |
321353 |
321353 |
321353 |
141696 |
|
64000 |
64000 |
64000 |
64000 |
88000 |
0 0 0 0 5000
993933 1399653 1805373 2413953 2263296 24848 34991 45134 60349 56582
Published as Information 325
Conclusion
As the railroad industry has shifted more toward the maintenance of fewer, higher capacity lines, the use of ballast cleaners has become more attractive. This is due in part to technological improvements in ballast cleaners which allow much higher production than in the past. Better over-all tie conditions and the use of higher quality ballast have also encouraged their use. Changes in railroad accounting have also made it desirable to more carefully examine all the costs associated with track maintenance projects. This has led to examination of the savings associated with ballast reclamation and to some efforts to determine a life cycle or present value of the ballast reclamation work.
These undercutters are large, expensive machines as indicated in this study. The factors involved in their use must be carefully examined and evaluated. Further effort should also be directed toward attempting to more accurately quantify the service life of this and other maintenance work. For instance, this should consider not only the cost of the work and its future savings, but also consideration of the cost of maintaining the status quo. This would include reduced life cycles, increased slow orders, and additional spot maintenance expenses.
COMMITTEE 24— ENGINEERING EDUCATION
Chairman: C. E. Ekberg, Jr.
Report of Subcommittee No. 1 — Recruiting Subcommittee Chairman: J. W. Orrison
A survey of MW&S Chief Engineers concerning college graduates hired in 1986 has been completed. Replies were received from 18 of the 20 railroads of which information was requested. Forty-four graduates were employed during 1986, compared to 50 during 1985.
Table 1 summarizes the type of degree and major courses of study for 44 newly employed graduates. Table 2 shows a summary of schools represented by the graduates employed.
Seven of 18 responding railroads employed at least one graduate in 1986. Twenty-two graduates were employed by one railroad, 1 1 graduates by a second and less than 5 graduates each by the other hiring roads. The average number employed by hiring railroads was six.
One of the graduates hired was previously a co-op student and three had prior experience. Most railroads hiring graduates paid identical salaries to students with prior experience, as compared to students with no experience. Employment of electrical engineering graduates increased from one in 1985 to 12 in 1986, while hiring of civil engineers dropped from 45 in 1985 to 23 in 1986.
The average monthly salary of the 44 graduates employed is provided in Table 3. Salaries reported by U . S . Railroads included a high of $2 ,450 per month and a low of $2 ,04 1 per month . Of the railroads hiring graduates, one paid all graduates the same salary regardless of experience.
Co-op student programs were provided by three railroads with the companies sponsoring 37 students in 1986. The sponsoring railroads paid salaries ranging from $1,158 per month (new co-op students) to $1 ,800 per month (for two quarters of experience). Table 4 lists schools of railway-sponsored co-op students. All railroads sponsoring more than one co-op student selected from two or more universities.
Table 1. Degrees and Major Courses of Study of College Graduates Employed by Railroads Degree Number of Graduates 1986 Distribution
1983
1984
1985
1986
US
CA
B.S. M.S. B.A.
Total
|
30 |
84 |
45 |
43 |
40 |
|
1 |
5 1 |
4 1 |
0 1 |
1 |
|
31 |
90 |
50 |
44 |
41 |
Major Course of Study
Number of Graduates
1986 Distribution
1983
1984
1985
1986
US
CA
|
Civil Eng. |
22 |
57 |
|
|
Electrical Eng. |
3 |
15 |
|
|
Business |
— |
4 |
|
|
Eng. Tech. |
1 |
3 |
|
|
Construction Eng |
2 |
3 |
|
|
Transportation |
— |
1 |
|
|
Other |
3 |
7 |
|
|
Total |
31 |
90 |
45
23 12
50
44
10 1 3 1 1 3
41
326
Published as Information
327
Table 2.
Schools of College Graduates Employed by Railroads During 1986
Penn State 4
Georgia Tech 3
Michigan State 3
Temple 3
University of Illinois 2
University of Missouri Rolla 2
Rochester Inst. Tech. 2
All schools listed below were represented by one graduate hired in 1986.
Bluefield State
Bucknell
University of Cincinnati
Clemson
Cleveland State
University of Kentucky
Lafayette College
Lehigh
McGill University
University Manitoba Michigan Tech. University N.J. Inst. Tech. Old Dominion University Pittsburgh Purdue University Roanoke Rensselaer Polytechnical
Rutger College Southern Illinois University Southern University Syracuse University University Texas University of Toronto Villanova Western Michigan
Table 3.
Average Monthly Salaries
|
Categories |
America- |
-US$ |
Ca |
inada — CA $ |
|
1985 |
1986 |
1985 |
1986 |
|
|
Overall Average |
2161 |
2223 |
2214 |
2447 |
|
Masters |
2700 |
— |
2174 |
— |
|
Bachelor |
2122 |
2223 |
2223 |
2447 |
|
w/Prior Experience |
2135 |
2297 |
2316 |
2196 |
|
w/Co-op Experience |
2126 |
2175 |
— |
— |
|
w/No Experience |
2061 |
2220 |
2083 |
2573 |
|
Civil Engineering |
2104 |
2137 |
2278 |
3153 |
|
Electrical Engineering |
— |
2380 |
— |
2094 |
328
Bulletin 716 — American Railway Engineering Association
Table 4.
Schools of Co-op Students Sponsored by Railroads During 1986
School
Number of Co-ops
University of Waterloo
Georgia Tech
University of British Columbia
University of Tennessee
Alberta
University of Missouri-Rolla
North Dakota State
U.T. -Chattanooga
Alabama
College de I'Abitibi-Temiscamingue
Illinois Inst, of Technology
Iowa
University of Nebraska-Lincoln
St. Lawrence College
Sherbrook
Southern Tech
Western University
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AMERICAN RAILWAY ENGINEERING ASSOCIATION
A
BULLETIN 717 ^J^ VOL. 89(1988)
OCTOBER 1988
ROOM 7702
50 F St., N.W.
WASHINGTON, D.C. 20001
U.S.A.
JE.A. Committee 17— High Speed Rail — Page 331
CONTENTS (Details Inside) OCTOBER 1988
Thoughts at 1 60 m.p.h 330
Local Public-Use 1 8 Gauge Railways in Yucatan 334
Presentations to 1988 A.R.E.A. Technical Conference 343
Published as Information by Committees 408
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Thoughts at 160 mph
Sitting in the cab of a locomotive going over 160 mph on the line between Paris and Lyon in France, a dominating thought is the lack of any pjerception that the track or the rolling stock is near its limits. Note-taking is easy and the writing is as legible as if it were written at an office desk. Only the sight of the catenary supports speeding by gives away our high velocity. Cattle less than 100 feet from the train appear oblivious to our passing. Here it is a common everyday occurrence — nothing extraordinary.
From the locomotive, one sees a quite conventional railway structure of ballast, ties, and rail. The only basic difference from typical North American track is the bi-block concrete ties with elastic fastenings.
The ride is not thrilling, for thrilling implies an element of danger and there is no perception of that. There is, however, an intense emotion — a deep feeling of professional satisfaction of knowing how much speed potential there is in the rail mode. That this perception is correct is shown by test runs of the TGV equipment used on this line up to 236 mph. Testing over 200 mph is carried out while regular operations proceed on the other track of this double track line. In Germany, tests of their ICE train reached speeds of 252 mph earlier this year.
In terms of normal opjerating speeds the French TGV is now running at 168 mph and the new TGV Atlantic line is scheduled to run at 186 mph (300 kph). In a letter to the AREA from TGV Vice President Nicholas Brand, a definite yes was given to the question of whether the TGV is ready for projects where specifications are for normal running speeds above 200 mph.
While the U.S. still holds the worid steel-wheel steel-rail record of 255.7 mph, set at the Pueblo Test Center August 14, 1974, this was with a single-unit experimental vehicle which was not suitable for passenger-carrying operations. Also, both the French and the German trains that set the records delivered power through the wheel to the rail in a conventional fashion whereas the U.S. vehicle was powered by a linear induction motor assisted by a jet engine. Thus this U.S. record is not comparable to the French and German records set by passenger-carrying trains of multiple cars.
The question of high speed trains then is not one of wondering whether the technology is ready. The technology exists, and has been proven in operation for some time and is subject to even further
The sentence below was written in the cab of a TGV locomotive going 160 m.p.h.
Cover Story 331
improvement and higher speeds yet. Alternate advanced modes such as mag-lev remained to be proved in service and present an array of environmental problems and safety considerations if they are to be anywhere near as safe as train travel, and because they are incompatible with conventional rail, they would need new rights-of-way into city centers if they are to be competitive with the convenience of rail or auto transport.
Whether we have truly high speed railways (over 150 mph) in the United States is a matter of economics and governmental decisions regarding new expenditures in airports and highways versus expenditures for railways. It is thus very appropriate that an AREA committee on high speed rail be formed in order to prepare for the high speed railway development which could be the main transportation thrust of the 21st century.
Formation of AREA Committee 17 — High Speed Rail
At its meeting June 9th in Chicago, the Board of Direction of the AREA voted to form a new Technical Committee to deal with High Speed Rail matters. This committee has been given the number 17.
This committee will be responsible for the development and publication of information and recommended practices regarding wheel-rail systems capable of operating in the 150-250 mph speed range, and also reporting on developments which would permit operation of such systems above 250 mph.
R. D. Johnson, Assistant Chief Engineer of Amtrak, was named Chairman of the new Committee. He indicates that the committee may also wish to consider questions involved with the transition between the present Federal Railroad Administration maximum of 1 10 mph and speeds above 150 mph.
The first meeting of the new committee will take place in Washington, D.C. November 3, 1988. Participation of all interested parties is encouraged. For details call or write to AREA Headquarters, Room 7702, 50 "F" St., N.W., Washington, D.C. 20001, (202) 639-2190.
R. D. Johnson
Assistant Chief Engineer — Amtrak
Chairman of A.R.E.A. Committee 17
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Photo 1 — 1 ft. 8 in. gauge tracks substitute for streets in village south of Cuzama, Yucatan. January 1988 (note stub switch).
Local Public-Use 1 ft. 8 in. (50 cm) Gauge Railways in the Yucatan Peninsula
While we as professional railway engineers devote our skills and talents to the challenges and conditions of today, along with planning for the next several years, it is still interesting to note a potential possibility which could be viable should a widely different set of circumstances ever exist than at the present. In such a speculative category is the concept of railways as a total means of land transportation including providing the most local of services, akin to those now provided by local delivery trucks and automobiles.
While such very local railways are not a meaningful alternative in today's conditions (which include easy access to petroleum and material for pneumatic tires), it is potentially useful to remember that such possibilities do exist. Such concepts were promoted by Heywood and later Howey in England and by Sandley in the United States using steam-powered I'S" gauge railways. Such railways, first developed in 1875, still exist in England in lines up to 14 miles long, and can carry over 200 passengers at 20 mph with a two-person crew, but their continued existence depends on their status as a tourist or hobbyist attraction.
However, actual examples of fundamentally local rail usage do exist in the world today, without any trace of tourist or hobbyist support, in isolated pockets in the Yucatan Peninsula of Mexico. These 50 centimeter (1 ft. 8 in.) gauge lines have their origins in a formerly extremely dense network that comprised a 2,500 mile group of lines that served the Sisal Plantations in an area generally east of Merida, Yucatan. (It should be made clear that these lines are in no way associated with the National Railways of Mexico. ) These animal-powered lines went right into the fields for harvesting and go down the streets of towns as substitutes for pavement and carts (photo 1 ). Between towns the lines are quite substantially constructed with rock cuts through the many small rocky ridges that go across many areas of the Yucatan (photo 2). The fill areas are traversed by fills constrained by well-constructed rock retaining walls (photo 2A). These retaining walls minimized the amount of fill material needed, which was mostly taken from the steeply-sided rock cuts, which appear to be stable at almost vertical angles.
334
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Photo 2 — Family on horse car heads through rock cut between Homun and Cuzama, Yucatan- photo at right below shows fill between rocli retaining walls at Tixkokob, Yucatan.
The track on these lines is very light, with rail of about 20 lb. per yard and on steel ties which form panels. Many of these lines are now used as a road and street network by the local population. The general method of operation of these now-public railways is that a family with a home along the track (which takes the place of the street) would own one or more small two-axle flat cars. Instead of there being turnouts, the cars are simply derailed at the house and stored in the front yard or at the front gate (photo 3). This is also the usual mechanism for making meets on the single track lines, although there were some turnouts at junctions.
Here is railroading in a concept more than 200 years old, where wheels and rails are used to improve the amount that an animal (or other form of power) can move in addition to improving the smoothness and reliability of the operations. These fundamentals of course are still applicable in railroading today. Photo 2A
While it is certainly amazing in 1988 to see such small gauge railways being used in a day-in day-out basis, there is a certain feeling of kinship, however remote, with these people that use this means of transportation which is our professional livelihood. But this is accompanied by a special anguish in viewing these operations, since the people using them are mostly poor and appear to have very little power in terms of forming a constituency to maintain these lines.
It appeared that, in most cases, whenever there was a street improvement project in town, the tracks were simply removed, forcing the u.scrs of these tracks coming in from small villages away from the larger town to walk in from the town's edge to the market and the town center. Along one line, between the towns of Ancaneh and Canicap, a highway project had crossed one of these small railways at an elevation one or two feet above the railway line. The tracks were cruelly removed and no provision
335
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Photo 3 — Rail carts parked in front of homes on street in Tekanto, Yucatan.
made for the crossing, forcing the owners of these small flat cars, which were their only means of transportation, to struggle to pull the cars onto the highway embankment after reaching the removed section of track and then lower them down the other side of the highway embankment to re-rail them on track on the other side of the highway.
These tiny, ill-maintained railways fit hauntingly into this area of the Yucatan, which has a long sequence of ruins from Mayan cities to Spanish colonial structures to the Sisal industry of the 19th and early 20th centuries — a land still seemingly in the grasp of many earlier departed eras.
In many cases , finding the destinations of these lines defied exploration . Starting at a point near the edge of the larger town of Tekanto, a line headed to the northwest, crossing a main highway (in this case with a crossing provided) then paralleling a dirt road. The line was cautiously followed by automobile along the dirt road as a single horse-drawn flat car with two riders clipped smartly along at perhaps 1 2 or 15 mph. At a point the road and the railway diverged, and the horse-drawn car and its passengers headed across a field until it disappeared into the far distance towards wherever its destination was. probably some village without other forms of transportation. The feeling was of watching them depart not to another place, but to another time in the past. (Continued on page 339)
Photo 4 — Spur to horse car repair facility at Cuzama, Yucatan. Switch points are moved separately by foot, (below)
Photo 5 (facing page) — Horse cars on inter- village line between Homun and Cuzama, Yucatan.
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Local Public Railways in the Yucatan Peninsula 339
At another larger town, Cuzama, a 50 cm gauge line headed out of town to the east through the countryside to a town called Homun where the track ended on the western edge of town. Here the little two axle cars were used despite the paralleling of a paved highway the entire distance between the two towns. At Cuzama, the line from Homun did go to nearly the center of the city and make a quick turn down a local street. About a block down this local street, there was a turnout leading to a crude shelter where two men were repairing the little cars (see photo 4).
The track headed south from the center of Cuzama, for a long distance functioning as a city street, with the two axle cars parked in the yards or by the gates of the houses on each side of the street. Then it went out of town for a few miles to another town to the south which was reachable by road. At this point there was a nearly deserted Sisal processing facility, which was served by the 50 cm gauge rail system, and the tracks also turned down some side streets (see photo 1), eventually emerging from the town in two directions, apparently heading for other villages which were not reachable by road.
A feature of nearly all the 50 cm gauge lines is the very dilapidated condition of the tracks. It is not uncommon to have no joint bars between the rails and the railends mismatching vertically by 1 in. or so. Though it was hard to believe that the lines were still in operation, families came along in their two axle flat cars and proceeded over such track with no hesitation.
The combination of such deteriorated track being operated without apparent maintenance by these poor families left a disturbing aura. But still, these are railroads, not kept for any tourist or hobby purpose, and they obviously are important to the people that use them. The lesson here is that under a set of circumstances widely different than that of the present, railways can be a viable mode of transportation for even the most local of transportation purposes.
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410 Foot High Double Track Bridge on New Line Across
Metlac Canyon
By: Ing. Alfonso Hernandez Lozano*
Background
The rail line linking Mexico City with the port of Veracruz is called the Mexican Railway. It is one of the most important corridors in the Mexican Rail network as it connects the capital of our country which is the largest city in Mexico and one of the largest in the world from the standpoint of population, with the port of Veracruz, one of the most important ones in Mexico both for imports and exports.
Construction of the Mexico City- Veracruz line began on the 31st of August 1857 and was inaugurated on January 1st, 1873. As originally built it served 30 stations and had 15 tunnels, 10 viaducts, 55 steel bridges, 93 wooden bridges and 358 culverts.
Objectives
The original route of the Mexican Railway provided an adequate service to the country for about 100 years. With the passage of time and the development of traffic, the physical characteristics of the line became increasingly inadequate. As a result the Ministry of Communications and Transport decided to carry out the modernization of its most critical sections. The 76 kilometers between Los Reyes and Ciudad Mendoza had maximum curvature of 17°40' and a ruling grade of 4.6%. The new line between the two points has 9°00' maximum curvature and 2.5% maximum grade. (The figures given in this paper relating to curvature have been converted to the English system.)
Another critical section of the line that had to be re-located was the stretch between Sumidero and Fortin. both in the state of Veracruz. The distance between the two points is 4 kilometers as the bird flies. Between these two points there is a formidable natural obstacle, the Metlac Canyon which obliged the original line to descend along the left slope of the ravine, cross the river at the bottom of the ravine in a sharp curve and then ascend along the right slope with a 4.4% maximum grade. Maximum curvature was 10° and total length 7 kilometers.
Train operating costs were very high due to the high ratio of tractive effort per trailing ton, as well as for the long traveling time due to low speed. This resulted in a very low line capacity.
In order to solve the just mentioned conditions it was decided to relocate the line between Sumidero and Fortin. This made it necessary to build a new bridge across the Metlac canyon.
The Project
The geometric characteristics of the new line between Sumidero and Fortin had to be in accordance with the specifications set for the entire route of the Mexican Railway: 2.5% maximum grade and 9° maximum curvature.
Three different routes were considered. (Photo 1 ) All three required bridging the Metlac Canyon. The first route crossed the canyon at a point clo.se to the existing bridge . The structure necessary to cross the river was short. Nevertheless, this route had to be discarded because it required the construction of several kilometers of new track resulting in high operating costs.
The second route connected Sumidero and Fortin in a straight line, but due to the short distance between the two points, the resulting grade was heavier than 2.5% initially set as a maximum. Furthermore, the line would cross the Metlac Canyon at a place requiring a bridge more than 700 meters long.
The forementioned circumstances led to rejecting this alternative. The third alternate route which was finally chosen as the most advantageous is slightly longer than the one just described, but it satisfies the project specifications of 2.5% grade 9° maximum curvature. Besides, the structure required to bridge the canyon, was only 4(X) meters long approximately. It parallels the highway bridge.
•Advisor lo Director General. Ferrocarriles Nacionalcs dc Mexico
343
344
Bulletin 717 — American Railway Engineering Association
sracruz
9
Photo 1
Selection of Type of Bridge
Once the layout had been established, studies were undertaken to select the most adequate type of bridge, taking into account the cost and time of construction, safety during construction and the necessity of allowing train traffic to continue uninterruptedly on the old line during construction of the new bridge, which had to cross twice above the existing line.
A detail survey of the area provided the profile of the natural terrain over which the bridge would have to be built. With this profile as a basis several structural solutions were studied. Two preliminary projects with steel structures were made and three with concrete structures.
The fu^st option was steel girders on concrete piers with five spans. The central span would be 117 meters long, two lateral spans 96 meters long and two 88 meters long.
The second option consisted of steel trusses on concrete piers. The central span would be 194 meters long and two lateral spans 145.5 meters long.
The steel alternatives, taking into account the cost of material, the cost of construction and the maintenance cost, turned out to be more expensive than the concrete alternatives. The cost of maintenance was an important factor because in the Metlac Canyon there is a considerable degree of humidity that might cause corrosion to steel. The possibility of utilizing corrosion resistent steel like CORTEN was considered, but as this type of steel is not produced in Mexico, it would have to be imported resulting in higher cost. Therefore, the possibility of utilizing this type of steel was rejected.
Three concrete alternatives were studied. The first was an arch structure that did not require intermediate support. The second was a cable stayed concrete structure made up of three spans: the central span 300 meters long and two lateral spans 108 meters long each, supported on two concrete piers.
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346
Bulletin 7 1 7— American Railway Engineering Association
The concrete arch alternative was rejected because it required a greater volume of concrete and steel. Besides, it required a continuous constructive process beginning at both ends of the arch that would have to be supported by steel cables anchored to the ground during construction until the arch was closed. Another very important factor considered for the decision was the fact that the area where the bridge had to be built is highly seismic and the slopes of the canyon being of a different geologic formation. During earthquakes each slope would vibrate differently, developing forces that would endanger the structure.
The cable stayed concrete alternative had the advantage of needing only two piers, but required a greater amount of concrete and steel. Therefore, it was rejected.
Finally a third concrete structure alternative was studied. In this case there would be five hollow piers. The superstructure would be made up of box elements.
This third alternative turned out to be the most economical both in materials and construction costs. Besides, its structural behavior was the adequate for the type of terrain and for the load-carrying capacity required.
Structural Project
Once the decision about the type of structure to be built was taken, a detailed topographic survey was made, as well as geological studies, both of the region and of the bridge site and soil and rock mechanics studies. Thirty meter deep soundings were made at the places where the piers would stand. The unaltered samples of materials were analyzed and tested in laboratory and the necessary calculations were made to determine the loading capacity of the rock. The subsidence of the material under load was determined to be very small.
Geological studies revealed a failure at the bottom of the canyon, which, combined with the fact that the slopes are of different geological formation, in case of an earthquake would cause them to vibrate differently, thereby producing great forces which might jeopardize the structure.
The above described condition made it necessary to design a discontinuous superstructure obtained through a double hinge at the middle of the bridge, allowing an independent behavior of the two halves of the structure.
Photo 2.
Ing. Alfonso Hernandez Lozano
347
The longitudinal forces derived from train braking and acceleration and from earthquakes were to be absorbed by the abutments which were fastened to the terrain by means of prestressed cables anchored to the rock. (Photo 2)
The computer calculation of the bridge structure took into account the following: Dead Load Live Load Dynamic Impact Seismic Effects
Train Acceleration and Braking Wind Effect
The results of the calculation were the following:
The foundation was resolved through individual solid concrete footings of F^ = 220 kg/cm^ with reinforcing rods and prestressed steel cables.
Piers were designed of hollow, rectangular section whose cross dimensions vary with height, built of 250 kg/cm^ reinforced concrete.
Abutments were designed of solid reinforced concrete of 250 kg/cm', fastened to the rock as was said before, by means of 135 prestressed cables.
The superstructure was designed of reinforced, post-tensioned concrete of F^ = 400 kg/cm'. Box-type sections, 6.5 meters high and 10 meters wide. (Photo 3) For post-tensioning, nineteen 1/2" diameter strand cables were used, with an initial tension of 250 metric tons. The construction procedure was that of double cantilever.
Photo 3.
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Ing. Alfonso Hernandez Lozano
349
The main data pertaining to the Metlac Bridge are the following: Length between abutments Maximum height Number of spans Length of main span Capacity: double track Ballasted deck Longitudinal grade
400 m 130 m 6
90 m Cooper E-72
2.5%
Construction
Excavations were made to build the footing foundation for the piers. For the one for pier number 2, which was the largest, 30 000 m"* had to be excavated. For this footing, 57 tons of reinforcing steel, 15 tons of prestressed steel and 1900 m^ of concrete were used.
Once the foundation was ready, construction of piers began using a sliding form of a very ingenious design that rised by itself as the construction advanced. The sides of the form were being adjusted to reduce the cross section of the pier progressively with the height of the pier. Once the pier was completed, the form was lowered to the ground by its own mechanism.
Construction of the superstructure began with the fabrication of the so called pier voussoir which was a longitudinal section, 10 meters long. This voussoir was fastened to the pier by means of vertical prestressed cables. The pier voussoir was made using a form which was capable of sliding along the pier by its own mechanism. When the construction of the voussoir was finished, the form was lowered to the ground.
Photo 4.
350
Bulletin 717 — American Railway Engineering Association
In order to continue the construction of the remainder of the superstructure, two pouring devices were used which were tied to the pier voussoir and allowed pouring one five-meter voussoir on each side of the pier. These voussoirs were built two at a time in order to maintain balance. (Photo 4)
Once the concrete reached the projected resistance (F^ = 400 kg/cm"^) these voussoirs were fastened to the pier voussoir by means of prestressed cables.
The pouring devices slid out from the pier but always remained supported by the previous voussoir. In this manner another cycle of construction of two balanced voussoirs could begin.
The same type of work was simultaneously done on the neighboring piers so that the cantilevers of the superstructure advanced toward each other and met at the center of the span. To connect the two cantilevers, the so called closing voussoir was fabricated and put in place. In this manner a span was complete.
The double hinging at the middle of the bridge was obtained by means of a voussoir of special shape supported in the central cantilevers of the superstructure by means of two brackets and reinforced neoprene . The voussoir for the joint was made utilizing the same pouring devices used for the rest of the superstructure.
Much care was taken to control the deflection which appears in the cantilever during the construction of the voussoirs. This deflection was previously calculated through a computer program and during the process of construction a camber was given so that the closing voussoir could be put in place without problem.
When the construction of the superstructure was finished the cables that fastened the pier voussoirs were relieved of tension, the provisional supports were removed and the permanent supports put in place.
Photo 5.
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352 Bulletin 717 — American Railway Engineering Association
Complementary work consisted in putting in place the prefabricated concrete sidewalks and installing the metallic railing on both sides of the bridge.
Finally the track was laid and ballasted. Modem equipment was used for leveling and lining the track, to assure the best results.
The outstanding characteristic of this bridge is its 130 meters height which makes it one of the highest structures of its type in the world and of which the Mexican engineers participating in the project are proud. (Photo 5) This bridge is a very significant part of the modernization of the Mexican Railway one of the most important rail lines in Mexico.
PANEL ON LAYING AND MAINTENANCE POLICIES ON CONTINUOUS WELDED RAIL
UNION PACIFIC RAILROAD LAYING AND MAINTENANCE POLICIES FOR CWR
By: J. M. Sundberg*
As you can observe. Union Pacific's eastern border runs from Brownsville, Texas on the south to Chicago, Illinois on the north. We run as far west and north as Eastport, Canada and Seattle, Washington. We span the mountains and deserts of Wyoming, Utah, Nevada, and California to the Pacific Ocean at Oakland and Los Angeles.
We start our CWR rail laying process with a Job Briefing which is basically a four step procedure:
Step 1 — Plan the briefing:
1 . From a Safety Standpoint
2. Reviewing procedures, tools, equipment and assigned manpower.
Step 2 — Explain to all individuals concerned:
1 . Who, What, When, Where and How. Review and make definite assignment. Make sure to obtain necessary tools, equipment or method necessary.
Step 3 — Brief for special conditions:
1. Weather, Emergencies, Double Track versus Single Track, Etc.
Step 4 — Follow up to ensure the work is being performed properly and safely.
Because of the geography, we commence our CWR rail laying process by laying to a prescribed controlled temperature. We accomplish this by heating the rail before anchoring using an on-track propane heater car or, if necessary, cooling the rail by a hi-rail refrigerated water truck. Where heaters are not available, we utilize rail stretchers and temperature tables to achieve the desired laying temperature.
As you can see by the table, our minimum laying temperatures range from 90°F to 1 1 5°F depending on geographical location. Our rail laying temperatures are monitored by a Heat Control Engineer on each steel gang and must not exceed the recommended temperature outlined on this chart by more than 20°F. We then anchor the rail to the prescribed temperature using rail anchors. Our Standard Anchor pattern on our mainline 133 lb. rail section is to box anchor every other tie and solid anchor every tie 195' each way from rail joints, insulated joints or switches. We have learned, however, the rail neutral temperature shifts downward over time for a variety of reasons. It is because of this downward shift that we developed our maintenance policies and practices.
Union Pacific CWR Maintenance Manual
'Maintenance Engineer — Track. Union Pacific Railroad
353
In products and in service, UNIT is committed to quality.
UNIT anchors exceed AREA specifications for hoW| power. In fact, our spring anchor exceeds the spec t 700% at 10,000 pounds, and the drive-on exceeds if by 60% at 8,000 pounds. And our quality control is^ so exacting, only a quarter of one percent of our M anchors are returned. ^
We provide complete technical support to you and your rail gangs, with thousands of man hours in the field— more than any other anchor company.
Our record for on-time deliveries is outstanding as well, with 95% of our anchors delivered on time. We carefully track delivery and service perfornKsnce to stay ahead of your scnedule.
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Paper by J. M. Sundberg 355
We start both our laying and maintenance programs with an annual training program for our field maintenance-of-way forces. This includes our system steel, surfacing, sledding, undercutting, and tie gangs as well as our track, signal, B&B, engineering, and maintenance forces. These sessions are held on an annual basis the first quarter of the year, but no later than April 30th . Our maintenance managers are taught by the Maintenance Engineers and they in turn conduct the training sessions with their respective foremen, welders, track inspectors, etc. The Program Engineers conduct the sessions for our system, track, bridge, signal, and construction gangs. These sessions usually are one-half day in duration. In these sessions we view our training video — "Rails that Grow", which you viewed earlier. We explain and review in detail the concepts of this video. We review our Chief Engineer's Instructions on Track Buckling, Track Inspections, and Sf)eed Restrictions account of track work. We explain the proper use of a rail thermometer for obtaining ambient and rail temperatures. We cover our standard ballast section pointing out the requirement of a 12" shoulder and full crib with 3:1 ballast side slopes. Discussed are the effects of train traffic on newly worked track and a review of the number of days required to regain 50 percent and 95 percent compaction on the disturbed ballast section. This year we intend on using a ballast stabilizer behind some of our system tie and surfacing gangs to stabilize the ballast after disturbance and reduce the time slow orders are required. Also, we go over our maintenance of way rules pertaining to the laying and maintenance of CWR and also our welding and grinding rules, placing particular emphasis on field welding procedures.
This slide shows a summary of our minimum slow order requirements and we review them thoroughly. We mandate our field forces to place slow orders when disturbing the track in line with these requirements. We stress the importance of not adding rail during cold weather months when performing tasks such as laying curves, changing out detector car rail defects, repairing pull-aparts, bolt hole breaks or installing replacement rail or insulated joint plugs. We also realize that in certain circumstances it is necessary to add rail; therefore, we insist on a written record being kept by the local supervisor listing the specific location to allow for monitoring during warmer months and making adjustments such as cutting rail. We encourage and teach every field manager how to set up a computer record of rail cuts and excessive or tight rail locations, additions or subtractions in lengths, similar to those indicated on the slide. (Photo 2) Please note on the extreme right hand a column for follow up
• iW CHG CUTPAILRLV HOUSE' NEEfRA-31 A DIVISION !'•:■.. CUT Dl^r TO iCnr ExFANfilON
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3" - 3" |
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NOT REQUIRED |
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Photo 2.
356 Bulletin 717 — American Railway Engineering Association
field welding to control pull-aparts during colder weather months. We also suggest that whenever field forces find it necessary to add rail, they mark on the side of the rail the date and amount of additional rail using paint stick. This can later be noted by the welders and the excess rail removed at the time of welding.
Union Pacific institutes a heat order restricting the speed of trains averaging 90 tons per car or greater when ambient temperatures reach or exceeds the temperatures shown. In addition, in the spring oreiirly summer when ambient temperatures first reach a daily peak temperature 5° below the temjjerature shown, the heat order restrictions also apply. These orders are placed by our field managers of track maintenance. Every foreman, manager, maintainer and welder is issued this pocket sized booklet to be used as a ready reference guide when performing their daily activities on CWR territories. ALL of our system gang supervisors and foremen are likewise issued one. Our supervisors are taught and encouraged to plot all rail cuts, excess rail locations and past sunkink locations on a condensed profile segment of their territory. This establishes a history of potential trouble spots and suspected tight rail locations so that they may be monitored during warm weather months.
We alter our track inspection hours during hot weather periods to allow for critical inspections during the extreme high temperatures of the day, i.e. mid to late afternoons. We also inspect these areas seven days per week. We use a follow up tool entitled One/One Audit Program to monitor our compliance with our Standards, Policies and Rules. We, as officers and managers, make a comprehensive field audit with the appropriate field supervisors in which safety, quality, standards and rule compliance are evaluated. The employee being audited is given a copy of the audit. Our field forces are required to report service failed rail, pull-aparts and track buckles or "sunkinks" (as they are referred to by us gandies) to afford additional knowledge of this phenomenon and so that preventative steps may be introduced. It is because of our experience and knowledge of the past that we have initiated these programs.
Our internal records on derailment incidents refiect the steps we have initiated are positive and our track caused derailments are declining at the same time our in-track miles of CWR has increased.
It is our belief that when discussing the subject of CWR, the following basic rules apply to prevent track buckling:
1 . Temperature control rail when laying.
2. Follow prescribed standards both in laying and maintaining.
3. Do not add rail unless absolutely as a last resort.
4. Keep a record if additional rail is added to allow for its removal at a later date.
5. When in doubt, cut rail out then follow up to field weld the track cut.
6. Place appropriate Slow Orders during track disturbance in hot weather.
7. A Standard Ballast section and rail anchor pattern must be maintained.
8. Curves must not be lined in, that is shortened, without cutting rail.
9. Frequent inspections must be made during hot weather.
10. Speed Restrictions placed account of track work must extend beyond the limits of the work to insure trains have reached the desired speed before reaching the work limits of the unstable track .
1 1 . History will and often does repeat itself at locations of excess or running rail.
We can further improve our performance by additional research, proper reporting and then sharing our knowledge with others. It is our Job as leaders to ensure we have a thorough understanding of CWR installation and maintenance and better understand this track buckling phenomenon. Our maintenance and rail laying procedures are a process that is continually changing as our knowledge and experience with CWR expands. We currently have stretches of CWR that have carried in excess of one ( I ) billion gross tons of traffic, and we expect to improve on that record as we expand our rail grinding programs.
In conclusion, it is our job to properly train and equip our employees to ensure the continued safe operation of the railroad and to develop our future leaders.
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ILLINOIS CENTRAL RAILROAD LAYING AND MAINTENANCE PROCEDURES FOR CWR
By: D. A. Lowe*
Installing Welded Rail
On the Illinois Central Railroad it has been determined that installing continuous welded rail at 90 degrees or higher produces the most desirable conditions to prevent problems on our railroad. As it is impractical to lay all our rail at a temperature of 90 degrees or above, we can produce the same condition by stretching the rail with a hydraulic rail puller when it is laid at a lower temperature.
The temperature of the rail is measured at the time the new rail strings are jointed and this joint is laid with no gap in it. The measured temperature is painted on the web of the rail in 3 inch letters 6 feet from the end of the string with only one temperature painted at each joint. If this temperature is above 90 degrees, the rail strings are anchored per ICRR standards. The welder will then cut the required gap and make the field weld. When the rail temperature is below 90 degrees at the time the joint is made the welders in the rail gang will adjust the rail using a hydraulic rail puller using the following procedure. When the length of either string is less than 400 feet, one end of the rail string must be welded to the adjoining rail string and the total combined rail string is then to be treated as one rail for all stretching procedures, (see Example 1 ) When the length of each rail string is more than 400 feet, the center 1/3 of the length of each rail string must be anchored according to our standards and the rail is then stretched.
Middle 1/3 nnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn
Anchor - 580' — H
1
1440'
>'^300^
Use Puller if Below 90°
Weld Joint
Next String -<-
1740'
Example 1
Where continuous welded rail abuts jointed rail, turnouts, track crossing, expansion joints, and other such track appliances, the existing track or track appliance must be fully anchored before any stretching is done. The stretching must not be performed nearer than 400 feet to the existing track or track appliance and the welded string between the existing track or track appliance must be anchored per ICRR standards.
Where the track appliances are not at least 800 feet apart, stretching procedures must not be used to adjust rail strings and field welds must be made at rail temperatures of 90 degrees or higher.
•Engineer of Track. Illinois Central Railroad
358
Paper by D. A. Lowe
359
To calculate the amount to stretch each joint determine the approximate length of each rail string and sum the lengths and divide by two to calculate the length to be stretched. Remember you are effectively stretching one half of each string, (see Example 2)
1440 + 600 - 2040' = 1020'
1440'
->*
600'
rinnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn
Ll u LJ u u u u u LJ u u u y u u u u u u u LJ u u u u u u u u u u u u
Anchor — 480' — Middle 1/3
Joint To Be Welded
Anchor ""200' Middle 1/3
Example 2
Using the rail temperature and the average length, select the amount of stretch that is required from the graph in Example 3. This amount does not include the gap required for the field weld. This graph was made using the coefficient of expansion of rail steel for various lengths of rail.
After the rail gang has followed the anchoring procedure for 1/3 of the rail string and the welder has calculated the amount of rail to be stretched, the welder will cut the required rail gap. The rail jack must be applied and the rail pulled to the proper position for welding. Following the welding procedure, the jack must not be released until the weld has cooled to 700 degrees or 30 minutes after the weld is poured. Following stretching and welding, the balance of all remaining welded rail will be anchored per our standards.
Glued insulated joints are treated as continuous welded rail for stretching and anchoring procedures.
Maintenance of Welded Rail
The safe operation of trains is of first consideration and special care must be taken under the following conditions,
1. When there is a rapid rise in temperature,
2. When performing track or bridge work, or
3. Extreme high temperatures.
The first time in the year that the air temperature exceeds 82 degrees F, track supervisors and track inspectors must patrol main tracks on their territory observing carefully for any signs of excessive compressive forces which may lead to buckling track. This inspection must include observations of anchor patterns, longitudinal rail movement, rail kinked in plates, churning ties, disturbed ballast.
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Paper by D. A. Lowe
361
RAIL STRESSING TO 90°F
NOTE: The average length of rail to be stretched = 1/2 of each string stretched One inch gap for welding is not included in chart.
0 1" 2" 3" 4" 5" 6' 7" 8"
i,.|i:r
LU
I 2 UJ (L I <
O) UJ HI
cc.
CD HI Q
LU £E D \- < CC UJ Q.
UJ
I-
90
80
70
60
50
40
30
1-3/4"-
0 1" " 2" 3" 4" 5"
AMOUNT TO BE STRETCHED IN INCHES
6" 7" 8"
Example 3
alignment deviations and any other physical changes which may be caused by compressive forces in rails. Special attention must be given at locations where train actions may cause longitudinal track forces and at bottom of grades, sags, open deck bridges, turnouts, road crossings, track crossings and other fixed points.
During these inspections, or at any time in the hot weather season when it is observed that '"tight" track exists, the rails must be cut, adjusted and maintained using the following procedure:
1. Rail is cut with a propane cutting torch (using method tor cutting rail in compression) until compression is relieved.
2. Cut the required gap and make weld.
3. If line kinks are visible on either side of location where weld is to be made:
a. Put rail puller on.
b. Cut two-inch (2") gap between rail ends.
c. Pull rails together. Repeat this procedure until rail is straight or 60 tons is indicated on puller gage. Then cut required gap and make weld.
If immediate corrective action cannot be taken, proper slow orders must be placed being sure to extend such orders sufficient distances to insure that train actions do not add compressive forces to the track structure.
362
Bulletin 717 — American Railway Engineering Association
The safe course must be taken in performing track and bridge work and special care must be taken to prevent buckling track, using extraordinary care in welded rail territory. Before any work is started where the track will be disturbed, a careful examination must be made of all conditions to determine if the work can be done without causing buckling track. Consideration must be taken of the effects of such work not only while in progress, but the effects thereafter. If there appears to be a danger of buckling track, such work will be done only upon authorization of the Supervisor of Track. Who will correct by:
1. Cutting out excessive rail and adjusting according to the above procedure,
2. Setting all rail anchors against ties and install additional anchors where necessary, and
3. Adding additional ballast if necessary.
In extreme hot weather, when the air temperature exceeds 95 degrees F, a slow order must be placed by the track supervisor or designated person to limit track speeds to a maximum speed of 60 mph passenger and 35 mph freight, between 10;30 a.m. and sunset, when the sun is shining on the rail. Local conditions must be constantly monitored for changes that might warrant removal of the slow order.
Slow orders may be applied at lower temperatures and/or lower speeds may be specified if. in the judgment of supervisors or designated persons, conditions warrant.
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Pandrol lockspikes can be used on any tie plate with square holes either 11/16" or 3/4" wide.
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NORFOLK SOUTHERN LAYING AND MAINTENANCE POLICIES FOR CWR
By: P. R. Ogden*
Just as the other panel members have outlined the procedures in place on their respective railroads for working with CW rail, I will do so from NS"s perspective. I suppose another title for this discussion could have been prevention of buckle track.
I think we all equally understand the reasons why track will buckle, whether or not we know all the reasons is of)en for discussion. I agree we have learned a lot about thermal stresses and other factors related to buckle track over the last two decades. Still today all of the findings from research are not in total agreement.
The use of CW rail is a very big part of our maintenance program on NS , and has been for a number of years. We laid our first welded rail in 1958. Today we have 14,204 miles in track, 12,521 miles of main line, and 1,683 miles in yards and sidings. 70% of our road mileage is CW rail.
As the mileage of CW rail in track began to accelerate in the late 60's and early 70"s, we began to have some problems with sun kinks, buckle track and unfortunately, several derailments caused by buckle track.
One of the derailments was at a location where crossties had just been installed on a curve with CW rail. It was a hot spring day shortly after noon. Existing instructions for using slow orders had not been followed. As we know now it was a classic case with all the factors that can cause a track to buckle. All of these problems made it clear to us that a set of standards and procedures for laying and maintenance of CW rail was needed.
The instructions had to be clear, concise, and written in a way that everyone down to the track foreman could understand. It was decided to collect all the various instructions pertaining to CW rail and consolidate them into one procedure. This procedure would then establish a uniform system for working with CW rail. After an evaluation of existing and needed instructions. Standard Procedure 390, Maintaining Track Stability, for the prevention of buckle track was written.
For the next few minutes I will briefly review with you parts of this procedure as it best describes NS"s policies with respect to today's discussion.
The subjects covered in this procedure are as listed below:
• Track stability factors
• Track conditions
• Track inspection
• Crosstie or switch tie replacement
• Surfacing track
• Combined timbering and surfacing
• Measurement of track behind surfacing work
• Rail laying by system gangs
• Smoothing
• Cribbing track and sfXJt undercutting
• Undercutting track out of face
• Bridge work
• Laying or transposing welded rail by LM
• Adjusting welded rail
Again, time does not permit each item to be covered in detail sol will just review some of the more important subjects. Some of these procedures are the same as already discussed by other panel members and some are unique to NS.
•Chief Engineer Production. Norfolk Soulhem
364
Paper by P. R. Ogden 365
Track Stability Factors:
In the beginning, we make several statements concerning lateral stability as follows:
1. Track with CW rail must not be disturbed without using the proper slow order.
2. Track disturbed by new ties, surfacing or smoothing can lose up to 80% of it's original resistance to lateral forces.
3. Once disturbed, track stability can only be restored by tonnage or the use of a ballast compactor at a reduced train speed.
There are many component parts which make up a track structure and each of these parts must be sound for a safe and stable track. For this discussion, I will mention just two of those components, ballast and anchors.
BALLAST
We are very meticulous to insure that all ballast sections are maintained at least to the following minimum sections for CW rail.
Welded Rail Tangent Track — 6" shoulders Curve Track — 6" shoulders — low side 12" shoulders — high side During program work, where the track has been disturbed, there are several reminders throughout this procedure that slow orders will not be removed until a standard ballast section has been restored.
RAIL ANCHORS
For controlling thermal and compressive forces in the track there is no track component part more important than rail anchors.
The point emphasized in Procedure 390 is that all anchors must be applied as required. All missing or defective anchors are replaced in each timbering cycle and all anchors are squeezed tight against the crossties. The anchors serve no purpose unless tight against the ties.
Track Inspection:
Track inspection is our first line of defense for detecting any flaws in the track. During sudden changes in rail temperature and extremely high temperature, CW rail requires inspections almost on a daily basis. We do not add any jobs for the additional inspections, but we do change the time inspections will start and also schedule weekends on and off for supervisors so that the track will always be protected.
Some rules and guidelines for track inspections are;
• All scheduled track inspections must be maintained.
• Additional inspections will be made during sudden changes in temperatures in locations where CW rail or recently disturbed track will be subject to getting out of line.
• During periods of excessive temperature changes, weekend inspections will be made. When a slow order is being used for tight track, it will be necessary to make weekend inspections.
• Special attention must be given to track on curves, in dips, at the ends of bridges, heavy grades, recently disturbed track or track worked during the past winter.
Disturbed Track:
I have mentioned our concern with CW rail when there is a sudden change in rail temperature. Another factor which must be given equal attention is disturbed track. Tie renewal, surfacing and
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Paper by P. R. Ogden 367
smoothing track all create a temporary unstable track condition. Therefore, we have some special guidelines for each in the track stability procedure. Each one is covered separately, but the instructions are similar and for the purpose of this meeting. I will treat them all as one.
When crossties, or switch ties are replaced or surfacing work is perform a slow order must be u.sed as follows:
a. A 10-mph slow order must be used in welded and joint rail territory when the rail temperature is 1 10°F or above.
b. A slow order of 25 mph maximum may be used when the rail temperature is less than 1 10°F.
c. When in doubt as to temperature, follow the instructions for 1 10° or above rail temperature.
d. When a slow order of less than 25 mph is used, the passage of two tonnage trains is required before slow order is raised.
e. When the 1 10°F rail temp instructions are used, slow order must remain in effect for at least two days of traffic.
Rail temperatures are critical and is the catalyst which flags or activates other guidelines. For this reason, all production gangs are required to take rail temperatures a minimum of three times daily (start of work, middle of day and end of work) . These temperatures are reported with the production reports to the Atlanta office.
After several cases of buckle track in the early 70's on curve locations that had been worked the previous winter, we began to suspect the track had possibly moved in account it had been worked at a temperature below the rail laying temperature. After checking some locations we found that indeed our suspicions were correct and this section was written into the procedure.
Measurement of Track Conditions Behind Surfacing Work:
a. Where track will be surfaced at a rail temperature of 50°F or below reference stakes will be set ahead of the work.
b. One week behind the surfacing gang measurement will be taken to record any movement of the curve. This information will be furnished to the chief engineer's office where a report is prepared listing all locations which moved I" or more. The division engineer is responsible for adjusting the rail at these locations.
Rail Laying:
The foundation for CW rail begins with the laying process. There are a number of components which must come together for a good rail laying job such as line, gage, application of all fasteners, plates, spikes and others, but for the discussion today, I will talk about temperatures only.
1 . If rail temperatures are below 80°F, a rail heater must be used. Rail must be heated so that the temperature at the time of spiking and anchoring will be 85°F-IOO°F, ideally 95°.
2. Temperature charts are furnished the division engineers for all rail laid on his territory. He then must make adjustments if required.
Other Work:
There are other subjects such as cribbing, undercutting, bridge work, rail transposing and adjustment of rail, covered in procedure 390 which I will not review today due to the time restraint.
Training:
We feel procedures and standards are an absolute necessity for a safe uniform system of laying and maintaining CW rail. The standards though are effective only if they are properly communicated to and
Paper by P. R. Ogden
369
understood by all field personnel that actually perform the work. We go through several steps to get this message down to our field people:
1. First, in the spring of each year, staff meetings are scheduled at several central points over the System. These meetings are conducted by the Assistant VP of MofW and Chief Engineers. The theme of the meetings is prevention of buckle track. The discussions are directed to the first level of supervisors, the field people. The program will explain why sun kinks and buckle track occurs and then Standard Procedure 390 is reviewed section by section for prevention. These meetings are mandatory for all MofW officers and have been part of our program since 1974.
2. The second step is for the division engineers to take the message back to the field and review the instructions with the foreman.
We go through this procedure annually. Some may ask is it all really necessary. 1 can only reply that we feel that the subject matter of working with CW rail must be given top priority for safety of operations and this is one method of driving the point home to the people actually involved in the field work. Also, after the inception of this type program in 1974 the number of buckle track incidents dropped dramatically.
We are also constantly reviewing these instructions and evaluating their effectiveness. After a recent review, the following training programs for our field people were added.
— All scheduled employees promoted to field track or bridge supervisory positions will get five weeks of classroom training.
— All officers and some scheduled track employees will take a written exam on FRA Safety Track Standards. This will be part of the annual spring meetings.
— A formal training school, consisting of two weeks of classroom instructions for foremen and assistant foremen.
These programs coverall phases of track maintenance, including working with CW rail, and should improve the effectiveness of our maintenance procedures.
370 Bulletin 717 — American Railway Engineering Association
To conclude my part of the program, I will quickly summarize the policies in effect on the NS for working with CW rail by stating that we feel we have a very good program based on sound engineering decisions for the conditions that we encounter. To make this program effective, employee training is provided annually at the field level. We are committeed to safety of operations and are convinced we can work safely with welded rail under any circumstances if we just follow the procedures we have in place.
We have a statement that we pass out at the annual spring meetings which pretty much sums up our philosophy.
Disturbed track in hot weather plus failure to follow instructions equal buckled track.
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EMERGENCY RESPONSE TO TUNNEL FIRE AT SPROUL, W.V. ON CSX
By: T. P. Schmidt* and J. P. Epting**
At approximately 1:30 P.M. Thursday, November 5, 1987, a tunnel fire was reported by a train crew at Sproul Tunnel in Sproul, West Virginia. This timber lined tunnel is located about 15 miles south of Charleston, W.V. on a main coal feeder line between Danville and St. Albans, W.V., which serves 17 coal mines, and carries thirty-four (34) million gross tons of coal a year. All of this coal, affecting over 3000 miners, was on the wrong side of the tunnel. The carloadings from these mines represent ten ( 10) percent of all CSX Transportation coal business. Considering that CSX is made up of theC&0,B&0,L&N and Clinchfield, all of which were major coal roads in their own right, this is a staggering number and we clearly had a disaster in the making.
Tunnel Tire reported at Sproul
*Chief Engineer — Maintenance of Way, CSX Transpiinalion •Assistant Chief Engineer. CSX Transportation
371
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Paper by T. P. Schmidt and J. P. Epting 373
The tunnel is 954 feet long and was constructed in 1906. It was of natural rock until rebuilt with timber in 1942, a practice common on the former C & O.
1 . Sproul Tunnel was completely lined with creosote material with the exception of 1 10 feet at the time offire. This liner consistedof 12 X 12 posts, 12 x 12 ring segments, 4" post planks and packing consisting of 4" diameter round timber. The timber liner was constructed to protect passing trains from falling rock and boulders.
2. Clearances: Top of rail vertical has a minimum of 18'-2 5/8" to the timber liner and had a horizontal clearance of 8 feet from centerline of track.
3. Sproul Tunnel has one curve located on the east end and is surrounded by two rivers: Big Coal River on the west and Little Coal River on the east end to the left of track, both of which run adjacent to the mainline. There is a 219 foot steel bridge located on the west end of the tunnel spanning Big Coal River. The original bridge was buih in 1906 and rebuilt in 1986 and is approximately 100 feet from the west portal of the tunnel. The mountain range in this area through which the tunnel is located is approximately 800-1000 feet high. There is no other entrance or exit to Danville except through Sproul Tunnel. Construction to open cut this mountain would be costly, with 59 days or more to perform the work. The track structure through Sproul Tunnel is 132# CWR, full ballast section.
Track inspectors were through this area the morning of November 5th, and observed nothing. However, during this period forest fires had been detected in the vicinity and were extinguished. You may recall these fires in West Virginia were a major problem and were featured on the national news. Precautions were taken at the west portal during inspection, and it was thoroughly protected before continuing. The conductor on a westbound train at 12:50 P.M. reported a small brush fire in the area, but not in the tunnel. However, a westbound train passing through the tunnel at approximately 1:15 P.M., only 20 minutes later, reported fire on the east end, just inside of the tunnel area. We believe that the passage of these two trains created a draft which sucked burning, blowing leaves into the tunnel, igniting it. Fire fighters were dispatched and arrived on the scene within 40 minutes. Five (5) local volunteer fire companies responded in addition to CSX personnel, but by this time the fire was rolling from both portals 75-100 feet with large amounts of smoke and could not be controlled by conventional means. This was the scene which greeted Jerry Epting upon his arrival later than afternoon.
The normal procedure in a tunnel fire on our property has been to let it bum itself out. In this case however, we were reluctant to do that because of the volume of wood lining and packing known to be inside the tunnel, and the concern that prolonged high heat would damage the sandstone rock causing a major cave in. Furthermore, we suspected there may be seams of coal inside which, if ignited, could bum indefinitely. Consequently, the decision was made the afternoon of November 5th, the 1st day, to try to extinguish the fire by smothering if possible. In attempting this we requested and received the advice of Peabody Coal Company , which not only had experience in mine fires, but also owned most of the coal east of the tunnel.
Once this course of action was determined, we immediately began to close up each end of the tunnel with dirt and provide a seal to cut off oxygen fiow and allow pumpingof various chemicals through the 954 foot shaft of roaring fiames. Dozers and large backhoes were ordered to provide necessary equipment to accomplish this task. Dirt material from the immediate area was quickly determined to be of use and was pushed into place to form temporary seals on both east and west sides. During the process oferecting seals, 48" pipe, 40 feet in length was installed on the west side approximately 16 feet from ground level to provide entrance into the tunnel, both for use ofchemicals and personnel. A4' x8' box was built around the 48" pipe to provide a means to allow the fiow of chemical and oxygen through a damper process into the tunnel area. It also would serve as access for Peabody Mining rescue team to enter the tunnel for inspection when the need presented itself.
374
Bulletin 7 1 7 — American Railway Engineering Association
Water and chemicals being pumped into Sproul Tunnel.
A second pipe 24" and 40 feet in length was installed approximately 16-18 feet from ground level on the east side of the tunnel in the east seal to provide for installation of a 32" cone shajied fan inside the 24" pipe for exhaust and checking of:
1. Temperature inside tunnel
2. Air flow inside tunnel
3. Oxygen content inside tunnel
4. Chemical content inside tunnel when pumping from the west side.
A generator was secured to provide power to operate and drive the fan on the east side. A local chemical company was ordered to be in place immediately. During late afternoon and early morning November 6th and 7th, the 2nd and 3rd days, the tunnel was completely sealed at both ends and CO; (carbon dioxide) was inserted into the tunnel through the west end to extinguish the fire. Example of readings taken from the east portal fan at 1:30 P.M., November 8th, the 4th day.
Temperature inside tunnel:
Carbon monoxide;
CO,:
Oxygen content:
Exhaust on east side has some smoke detected
192.9 degrees F
9.75%
Off instrument scale
5.509^
One tank car containing CO; (carbon dioxide) was moved into place and pumped chemicals into the tunnel. Approximately 72,0(X) gallons were used (320 tons).
On November 8th at 6:21 P.M. having little success with CO;, the decision was made to also pump nitrogen in order to eliminate hot spots in the roof lining and tr\' to continue to cool down the tunnel area. During late evening a Peabody Mine emergency crew attempted to enter the tunnel \\ ith special equipment through the west portal 48" pipe and box without success. Temperature at this entrance was
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376 Bulletin 717 — American Railway Engineering Association
200 degrees plus. Specialists in this field were contacted from different parts of the area to assist in evaluating and recommending methods of extinguishing the fire. Chemicals, both CO2 and nitrogen continued to be pumped into the tunnel and readings were taken on each portal ever>' 30 minutes through November 10th, the 6th day, when upon careful observation of temperature readings which had begun to drop, the decision was made to open part of the tunnel seal on the west end. This was accomplished, however, upon inspection and verification by the chemical readings, the tunnel began to ignite resulting in the seals being rebuilt.
Having elected to extinguish the fire, our strategy had been to control the oxygen intake, which we had successfully done and to control the temperature to prevent reignition and control heat damage to the rock, which at this point we had not successfully accomplished. In fact, we had inadvertently created a kind of Dutch oven which was trapping the heat. The tunnel was still at about 180 degrees whereas we now believed 100 degrees was required before reopening. We needed a medium to provide cooling, and quenching if possible, without injecting oxygen. We made the bold decision to flood the tunnel. This required not only pumping 1.6 million gallons of water into the tunnel, but also strengthening the seals at each end to retain that amount of water.
Beginning on the morning of November 11th, the 7th day, water was pumped into the tunnel through the use of large mobile pumps with the capability of placing 5700 + gallons of water per minute. In order to strengthen the seal to prevent catastrophic failure, polyurethane was pumf)ed through ground probes into tunnel seals on both ends to further seal and stabilize the fill. Our objective at this time was to completely fill 954 foot of tunnel with water. As the pumpmg operation continued through November 11, 12 and 13, temperature readings became favorable inside of the tunnel (160 degrees), and the decision was made to further speed up the cooling process by injecting nitrogen foam to the ceiling area. Normally foam would be air based, containing oxygen, so we chose to use nitrogen as a base.
Incidentally, during the pumping procedures, water samples were taken both at Big Coal and Little Coal River and booms were installed with settlement ponds in both areas to assist in catching any chemicals which might be released from the tunnel. Tests continued on the east side for temperature drop. By dawn Sunday, November 15 — the 1 1th day — itbecameobvious that our strategy was going to succeed. The temperature in the tunnel had dropped to about 1 15 degrees, and the atmospheric readings inside the tunnel were completely devoid of oxygen, carbon monoxide and CO2 indicating no combustion whatsoever. We blew one last hour long blast of nitrogen through the tunnel, which lowered the temperature the last 15 degrees, and at 1 1 :00 A.M. , we cut a hole in the west portal, started the fan on the east portal, thus injecting oxygen into the tunnel again. At this point there was nothing to do but wait and take readings to see if the fire had restarted. And so we waited ... by 3;00 P.M., however, with oxygen levels in the tunnel returning to normal and no chemical evidence of combustion, we gave the order to tear down the seals at both portals using dozers and large backhoes so we could drain the water and begin cleanup operations. The water, which was about 16 feet deep, was drained into adjacent settlement ponds and further into the Big and Little Coal Rivers. At 9;30 P.M. . we entered the tunnel to inspect the damages and prepare the cleanup operations. Station points were marked and placed inside the tunnel at this time for identifying location and elimmating confusion on cleanup operations.
We found that the entire timber lining was destroyed or damaged beyond salvage by the fire. Walls and ceiling were in good condition but would have to be scaled before and during the cleanup operation. Basic rock formation is layered sandstone with variable seams of shale. Coal seams were noted throughout, but were small and had not burned. The shale seams occur primarily near the spring lines at subgrade. Track structure was destroyed throughout. Large amounts of timber, both lining and stuffing had not burned but were covered by large amounts of fallen material including an accumulation of rock over the years which had come loose. The entire length of the tunnel was covered with unbumed materials to a depth of approximately 12-15 feet.
Paper by T. P. Schmidt and J. P. Epting
377
Opening tunnel after fire extinguished.
A cleanup operation was established at both portals, each using 2-955 front and rubber tire machines and 2 D-6 dozers. Debris was removed from the tunnel by late evening Tuesday, November 17th, the 13th day, with scaling operation being accomplished by use of a Cat 225 excavator. Completion of track removal and grade work inside the tunnel was completed early morning Wednesday. All track work, ballast unloading, surfacing and lining of track was accomplished by 6:30 A.M., November 19th, the 14th day, when, at reduced speeds and under the direction of flagman around the clock, trains again began to move through Sproul Tunnel bringing empty hoppers to the now suffering mine fields, and moving loaded hoppers to all points on CSX for distribution. The first 24 hours, 19 trains were operated.
Considering the magnitude of the fire, we were pleased that service could be restored in just under two weeks. As you can see from this slide controlling the fire and cooling in order to prevent greater damage to the rock in the tunnel paid off in the time saved in cleanup and repairs.
After service was restored, we began permanent cleanup operations which included loading out of about 275 gondola loads of material, most of it combustible which had not burned, and shipping it to various landfill sites, including one near the site. This was completed by mid-December. The cost of this was not cheap, with the cost of fire fighting chemicals amounting to ,1)255. ()()(), but viewed against the daily loss of revenue, and the potential repair cost to the tunnel, we believe this was a good investment.
Peabody Coal, which assisted us throughout, has told us that they have since used the nitrogen loam procedure pioneered at Sproul in controlling a mine fire they had in February.
We did our best to cooperate with the West Virginia Department of Natural Resources throughout this emergency, particularly in the stringing of booms on the rivers, construction of settlement ponds, and removal of debris. Subsequent to reopening, however, considerable criticism was leveled at CSX
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Paper by T. P. Schmidt and J. P. Epting
379
First train operating through Sproul after 14 days of disaster.
by state officials, specifically as a result of problems experienced by downstream water districts. All of these issues were successfully resolved through negotiations, and we expect no further repercussions.
We are not going to reline Sproul Tunnel. Detailed inspection by our engineering people indicate that approximately 1 800 rock bolts and selective shotcreting will be sufficient protection against further rock falls. We do, however, plan to construct new portals at each end due to the almost vertical rock over-burden.
Sproul Tunnel is now quiet. But its walls, roof and portals reflect the many scars of damage which resulted from the fire. This has not been the first, and perhaps won't be the last tunnel fire, but many valuable lessons have been learned from this experience, and to the many families effected from the loss of coal movement and "shutdown" of mines during the then approaching holiday seasons, this still remains as 14 days of "disaster."
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Causes of Ballast Fouling in Track*
By: Ernest T. Selig', Bruce I. Collingwood^, and Stephen W. Field'
Introduction
The AAR working group on ballast and subgrade maintenance has been investigating maintenance costs relating to ballast. The AAR study has concluded that the minimum average annual cost for ballast related maintenance is $5,400 per mile. This includes ballast purchase and transportation costs, as well as labor and equipment costs for one renewal with undercutting a i s^-veral intermediate surfacing cycles over the life of ballast. These costs are then converted to an equivalent annual cost per track mile. If 120,000 miles of mainline track were maintained this way by US railroads, the total average annual cost for ballast maintenance in the US would be approximately $650,000,000 -- a rather impressive sum of money. Even a 10% improvement through a better understanding of ballast behavior would save the railroads $65,000,000 per year, which is certainly worth considerable effort to achieve.
Because track surfacing and undercutting with associated ballast replacement are major cost items, the railroad industry should find substantial economic benefit from improved means of selecting the most cost effective ballast material and grading for a particular application. A major factor in this process is determining ballast life, that is the length of time until ballast becomes so fouled that it must be replaced .
This paper will describe recent research at the University of Massachusetts to develop a better understanding of the causes of ballast fouling in track. The objective is to help improve the ballast maintenance decision process.
'Professor of Civil Bnginccring. Univcrsily of Massachusetts. Amherst. MA
^Geotechnical Engineer. GEI Consultants. In.. Winchester. MA
'Assistant Professor of Geology. Stockton Stale College. Pomona. NJ
•Basis of presentation by E. T. Selig and M. J. Klassen at 1988 March Technical Conference.
381
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Paper by E. T. Selig, B. I. Collingwood & S. W. Field 383
This study was designed to extend the pioneering work by Klassen et al. (Ref. 1) for the Canadian Pacific Railroad. Their work has led to a new CP ballast specification. Causes of Fouling
New ballast placed in track consists of clean, coarse, angular par- ticles with a relatively narrow range of sizes. Over time ballast becomes fouled, that is the voids become filled with fine particles (fine sand and silt-clay sizes, termed fines) which impede drainage and degrade ballast performance. The worst condition is known as mud pumping when a slurry of fine particles and water squeezes out of the ballast surface.
A fundamental question is "how does ballast become fouled." A list of the potential sources of the fines is as follows:
1. Surface
a) Dropped from trains
b) Wind or water transported
2. Subgrade
a) Pumping
b) Seepage
3. Ballast breakdown
a) Handling
b) Tamping
c) Traffic
d) Environment (weathering)
All of these sources are known to be present, but their degree of importance varies appreciably with the specific combination of field condi- tions. Opinions of railroaders in Europe and North America as to the primary cause of fouling vary widely. There not only is no consensus, hut there is practically no documentation to resolve any of the conflicting opinions . UMass Study
Because an understanding of the causes of ballast fouling is essential to the development of improved maintenance practice, the AAR Working Group made the decision to have UMass collect field samples from a variety of track locations in North America (Fig. 1) and conduct laboratory analyses to determine the source of the fines. Sites were selected in consultation with
384
Bulletin 717 — American Railway Engineering Association
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386 Bulletin 717 — American Railway Engineering Association
railroad members of the working group. More details of this study can be found in Ref. 2.
At a designated site the first step in the process was to collect ballast samples from the crib and shoulder. Then the cribs and shoulder around one tie were carefully removed to the base of the tie, so than the tie could be pulled out without disturbing the remaining ballast. Ballast samples were then taken below the cribs and tie bearing area. Next a cross trench was dug under the track with a back hoe. The ballast, subballast and subgrade layers below the ties were then examined and sketched from the trench and representative samples taken of each material. Typical sample locations are shown in Fig. 2.
In the laboratory the samples were separated into coarse and fine components by hand and then sieved, inspected and photographed. Each size was examined under a microscope, with the aid of petrographic thin sections, to determine mineral composition.
Several examples will be given of specific site investigations. Then the results of the investigation will be summarized.
Kentucky Site
The Kentucky track site was in a cut with water in the drainage ditches standing at the level of the ballast. In some places mud was pumped to the ballast surface and slurry was splashed onto the rails. The ballast was completely fouled and saturated at the base of the ties. Fouling extended into the cribs and shoulders although the ballast surface in general ap- peared clean.
The cross trench showed (Fig. 3) a subgrade of good quality granular material down to rock at about A ft depth. There was no fine subgrade soil to account for the ballast fines.
In contrast in a nearby track area outside the cut the ballast at the base of the tie was only moist, and at the base of the crib was dry. Ballast breakage was present, but the ballast was only partly fouled, and no mud or slurry was present.
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388
Bulletin 717 — American Railway Engineering Association
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Paper by E. T. Selig, B. I. Collingwood & S. W. Field 389
The track in this location carries about 25 million gross ton (MGT) of traffic per year. The ballast was replaced 2 years previous to the sampling and so became fouled in this short time period.
The laboratory examination of the fouled ballast in the cut showed that the composition was limestone with minor amounts of granites, gneisses and schists. The fines in all sizes appeared to be derived primarily from ballast breakdown, although some coal fragments and wood fibers were present. A likely cause of the extensive ballast mud is that the limestone contained pyrites which form sulfuric acid when kept in a wet state as in the cut. Limestones degrade rapidly to very fine particles in the presence of sulfuric acid. Mechanical breakage from train traffic will accelerate the process by exposing more ballast surface to this weathering action.
Louisiana Site
The Louisiana site was in a relatively flat terrain, but the subgrade was known to be weak, causing repeated occurrence of track roughness which required frequent surfacing. The site was reballasted A years prior to the visit and carries about 18 MGT traffic per year. Mud pumping to the surface was observed in many places and the ballast in general was highly fouled.
Inspection of the trench showed horizontal layers of ballast and granular subballast over a soft, lean clay subgrade (Fig. A). There was no evidence of subgrade failure or subgrade intrusion into the subballast or ballast .
Laboratory analysis showed that the ballast consisted mainly of granite and syenite with feldspar being the dominant mineral. Particles of rock from mechanical breakage were observed in the sand sizes, but alteration of these particles to clay was clearly evident. Below the sand size the par- ticles were mainly clay produced from weathering of the feldspar in the rock. Some quartz particles were also present as the non-weathered con- stituent. This weathering is probably accelerated by the warm, wet climate of Louisiana. Mechanical breakage from train loading is a factor as well because it greatly increases the particle surface area exposed to weather- ing.
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Paper by E. T. Selig, B. 1. Collingwood & S. W. Field
391
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Bulletin 717 — American Railway Engineering Association
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British Columbia Site
The British Columbia site was cut into a rock slope and so was well drained. The excavation was done by hand to subballast, so a trench was not available for subgrade inspection. However this track structure was built according to CP Rail specifications with 8 in. of ballast under the tie over 12 in. of gravelly sand subballast. This track was newly constructed 11 years prior to the visit and surfaced 4 years prior to the visit. The track carries 60 MGT traffic per year.
Except for the crib surface considerable ballast breakdown mainly into sand size particles was apparent, but the ballast was not fully fouled and still appeared capable of good drainage. The crib surface particles were probably placed in conjunction with the recent surfacing operation. No mud was present, and the total amount of clay was small.
Laboratory analysis showed that the most common rock type was basalt, but quartzite, marble and schist were also present. The coarse particles were dominantly volcanic breccia which means rock fragments of variety of origins (sedimentary, metamorphic, igneous rock) which have been welded into another rock mass. This explains why the ballast breaks readily into small particles. Clay aggregates were the main component of the fine sand size and the clay formed the majority of the material finer than sand. This clay was derived from the basalt. There was no indication of subgrade intrusion into the ballast at this site. Massachusetts Site
The track at the Massachusetts site was on a high embankment which was well drained. The roadbed is estimated at 100 years old and cinders were apparently previously used as ballast. Perhaps 30 years ago traprock bal- last was added and it has remained there without cleaning or replacement since that time. The track carried about 8 MGT traffic per year.
The cross trench (Fig. 5) showed clean ballast to 2 in. below the tie bottom. Under this was 18 in. of black, fully fouled ballast. A subballast
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Paper by E. T. Selig. B.I. Collingwood & S. W. Field
395
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396 Bulletin 717 — American Railway Engineering Association
layer of black gravelly sand separated the ballast from a tan sand subgrade containing cobbles and boulders. The ballast contained no mud and there was no evidence of subgrade intrusion into the ballast.
The laboratory investigation showed that the ballast composition was a coarse-grained basalt which is resistant to weathering and breakdown. Very little ballast breakdown was evident. The composition of almost all of the fine particles of sand size and smaller is a black carbonaceous material most likely derived from crushing of the cinders from the old track bed. Conclusions from Site Investigations
Altogether about 20 sites were examined in the UMass study. The detailed laboratory work is still in progress on these sites. However the observations to date support the following conclusions:
1) Ballast breakdown was the primary cause of fouling.
2) In no case did the subgrade appear to be the source of ballast fouling.
3) In several cases the fouling was caused by surface infiltration of wind or water transported particles.
This leads to the conclusion that ballast has a finite life which is strongly influenced by traffic and environmental factors. Considering the enormous annual cost of ballast related maintenance, the potential economic benefit to the railroads of a better understanding of ballast fouling is great. Further ballast research should therefore be encouraged.
References
1. Klassen, M. J., Clifton, A. U. and Vatters, B. R. , "Track Evaluation and Ballast Performance Specifications," Transportation Research Board, Washington, D.C., Jan. 1987.
2. Collingwood, Bruce I., "An Investigation of tiie Causes of Railroad Ballast Fouling," Master of Science Project Report, Geotechnical Report No. AAR88-350P, Department of Civil Engineering, University of Massachusetts, Amherst, MA, May 1988.
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398 Bulletin 717 — American Railway Engineering Association
Acknowledgments This research was sponsored by AAR under the general guidance of Dr. A. J. Reinschmidt. Planning and coordination of the field work was done in cooperation with the AAR working group on ballast and subgrade maintenance under the chairmanship of John D. Baker, Santa Fe Railroad. Steven Chrismer of AAR assisted with field trip arrangements and compiled the ballast cost information. Contact persons for the cooperating railroads whose sites were described in the paper were Richard L. Zimmerman, Norfolk and Southern; William C. Thompson, Union Pacific; Merle J. Klassen, Canadian Pacific; and Walter L. Heide, Conrail. Kok Wah Tung and Brian Byrne graduate students at UMass assisted with the testing. At the time of the study Bruce Collingwood was a graduate student in the Civil Engineering Department at UMass and Stephen Field was a graduate student in Geology Department at UMass.
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THE LARAMIE TIE PLANT ENVIRONMENTAL CLEANUP
By: Robert C. Kuhn*
Greetings from the world of environmental engineering — that realm within which we speak openly about such forbidden subjects as "Contamination," "Cleanup Costs," "Superfund, ' "CERCLA." "RCRA" and the grandaddy of them all — "PRP" or Potentially Responsible Party. There is now a category called "RPRP" which means "Really Potentially Responsible Party" — that's a PRP with money.
You know I don't believe I've ever known railroaders to gather to compare Superfund sites. In fact, being an environmental engineer on the railroad often has all the advantages of leprosy. We are engaged in an activity with little opportunity for cost avoidance and seemingly zero potential to contribute to the bottom line except in the negative. In our modem competitive atmosphere, our reputation as environmental engineers is often one of "The Big Spender."
The picture is not all bad, but it is very important to develop a perspective as to what present regulations call for. Our challenge is to develop ways of conducting our business which do not perpetuate a legacy of messes for future generations to deal with. It's a lot like the public debt! Until we stop overspending, we can't hope to reduce the debt. We are still polluting our properties more than is reasonable. Much of what we hear from state and federal environmental agencies touches on past (and present) sloppy waste disposal practices in our industry. I'm not here to preach about it. but you all know what I mean.
The defense mechanism is denial that the problem exists.
This was much the same with us at Union Pacific as we reviewed the results of preliminary soil borings at our Laramie site in 1981 . At that time, we operated a tie treating plant at Laramie serving the eastern portion of our system. Over the next four years, through early 1985. we performed about three million dollars worth of tests and engineering studies to define a 140-acre plume of creosote and oil lying on a bedrock surface 12' below the ground surface, migrating slowly westward toward the Laramie River.
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The 140-acre contaminated area ran right up to the edge of the Laramie River, which posed a threat of human exposure to the contamination.
•Dircclor hnvircmiiicnlal and Mechanical IX-sign, llnuin Pacific Railroad
400
Paper by Robert C. Kuhn 401
Today 1 want to summarize this investigation and to describe the site isolation system we have put in place to prevent migration while we determine the required cleanup plan and accomplish it.
The Laramie Tie Plant was built in 1886 about one-half mile east of the Laramie River along our main line track, south of the community of Laramie. The plant operated 97 years, treating an estimated 50 million ties. It served as a field experimental station for the U.S. Forest Products Laboratory of Madison. Wisconsin in the mid-1920's when preservatives and treatment methods were in their early development stages. Laramie was a major station on the Union Pacific, with a passenger depot, steam locomotive shop, a tie treating plant and an ice house operation during the early 1900's. We hit our peak employment in Laramie in 1946 — employing 1,460 people. Today, we have less than 100 people in Laramie.
Between the tie plant and the river were ponds created by damming the river. These ponds were used to harvest ice in winter for summer cooling of perishable goods shipped by rail. These ice ponds ultimately served double duty as a collector for green hand-hewn ties floated down the river in the drives each spring. This practice continued through the early 1900's and became a connection between the river and the tie plant. In the 1940"s the tie drives were discontinued, the dam removed and the ponds partially filled with dirt and shop wastes. The river channel was restored to its natural meander and ties were received by rail at the plant. There is evidence these ice ponds had become contaminated with creosote.
In early years at the plant, waste water was discharged onto the ground. The waste water and the products it carried either soaked into the ground or followed the pull of gravity to the river. Various oil separation attempts were made, but in the late 1950's a series of unlined ponds were installed to intercept the waste flow. These were not the ice ponds mentioned earlier, but small ponds for wastewater evaporation. By the mid-1970's the tie plant was a significant black spot on the ground colored by the residue of 85 years of timber preservatives ranging from the early zinc chloride treatment to the more recent creosote and oil mix and Penta.
In 1981 we hired a consultant to investigate the site. In October 1981, based on the preliminary tests, the State of Wyoming requested we clean up the site . After further soil and water testing and some anguished negotiations, the litigation was suspended by the State of Wyoming in favorof a four-phased approach to addressing the site. The pond facilities were already registered by the federal EPA as a RCRA facility, and during this period the site was added to the Superfund-NPL as a hazardous waste site. It became evident that we would have to satisfy the requirements of several agencies with our cleanup efforts. On March 21, 1983, Union Pacific announced the permanent closure of the plant.
The testing (Phase II-Remedial Investigation) continued through 1985. We borrowed shocker gear from fish and game. There were plenty of fish, plenty of volunteers and we found no site-related contaminants in the fish flesh. We collected thousands of soil and groundwater samples from about 300 test borings and monitoring wells. By early 1985, we had mapped out the contaminated area which amounted to about 140 acres.
During late 1984 and early 1985, the wastewater ponds' contents were removed and disposed off site and the plant facilities were demolished. It was a messy process to recover the creosote/oil mixture and ship it to another tie plant for reuse. We applied heat to allow solids to settle out and drive off some water. Werecovered 700, (KM) gallons of creosote and oil. There were 300, (XX) gallons of water treated on site and discharged to the local sewer system. 15,000 cu. yds. of sludge solidified with kiln dust were shipped to hazardous waste disposal at USPCl at Grassy Mountain, Utah. During late 1984, we removed all the asbestos from the plant facilities. In early 1985 the plant was demolished. All work was done under health and safety precautions and equipment was decontaminated before leaving the site on a decon slab. The steel was all cut up and sent directly to a smelter to preclude reuse.
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Paper by Robert C. Kuhn
403
CONTAMINATED ALLUVIUM
.ARAMIE RIVER
RETORT BUILDING
V/77A OILY FLUID BOD>
I" "■•\ CONTAMINATED ALLUVIUM
CONTAMINATION AT THE UPRR TIE PLANT
We should describe the stratigraphic picture of the site subsurface. There is an alluvial more or less sandy soil layer of about 10 to 15 feet of depth covering the site. This layer has been disturbed over long history by the Laramie River and in recent history by Union Pacific Railroad. The site has a gentle cross slope over its half-mile width dropping about 1 5 feet from east to west toward the river. There are three bedrock aquifers subcropping into the alluvium. They are the Morrison, the Sundance and the Chugwater. The dip is nominally 4° down to the west for ail three structures. The Sundance bedrock aquifer is artesian within the site. In plan view, most of the site contacts the Sundance.
There is a lens of contamination down through part of the Morrison to the west and some in the shallow Sundance to the east. Fortunately there are no water wells in the vicinity affected. The EPA verified this in an independent study.
Because the waste had migrated to the river's edge and beyond in the river bed, we decided to move the river channel west about 1 50' and construct a below-ground cutoff wall to contain migration of the contaminants. The river relocation took place in the Fall of 1985. The new channel was designed to match the length and flow characteristics of the old channel and it included fish habitat and replacement of riparian vegetation and wetlands. We had to coordinate with four state agencies, five federal agencies, three local government commissions and departments and three departments of our railroad to move this river. The construction only took about three months.
The site isolation system consists of a soil-bentonite slurry trench cutoff wall with a reverse gradient water management system. There is a water treatment plant consisting of a gravity separator followed by activated carbon filters. All excess water is treated and discharged to the river under a NPDES permit. In plan view, the slurry trench cutoff wall is a closed figure ab(5Ut 2 miles long. Its depth ranges from a shallow 15 feet along the east side to almost 80 feet at the northwest comer.
404
Bulletin 717 — American Railway Engineering Association
The reverse gradient is maintained by keeping the water table inside the wall one foot below the groundwater level outside the wall. This is accomplished by means of oversized perforated pipe drains at the required elevations.
Backhoe with 70 ft. boom for cut-off wall excavation.
Cutoff wall construction took place during 1986 and the wastewater plant was completed in the Spring of 1987. Excavation was mainly with a backhoe with a 70-ft. boom. The trench is kept full of water/bentonite slurry to support its walls. All excavation is by feel under the slurry. The backfill is mixed on the ground next to the trench using fine-grained soil, bentonite and water, in accordance with a predesigned recipe to achieve the required low permeability. It is then pushed into the trench displacing the slurry mix.
The excavation and backfilling operations proceed at a pace which keeps several hundred feet of trench open (filled with slurry but not backfilled) at a time. The deeper excavation in the harder Morrison rock along the west side was accomplished by predrilling 30" holes on six-foot centers and then removing the remaining material with a clam shell and chisel arrangement. The backhoe bucket was a large capacity with hardened steel teeth. In spite of this, teeth were constantly broken or bent and an extra bucket was required. The backhoe crawled on a timber piatfomi. The clam bucket was a heavy steel item which was a formidable battering ram itself.
The bentonite was delivered in large bags each containing nearly a cubic yard of material. It was distributed by pulling a tab on the bag while it was suspended from a crane line. The bentonite for the backfill was spread on the ground for mixing with soil and water. A special mix of Portland cement was used for portions of the cutoff wall under the tracks. We crossed twice under our main line and under three yard tracks. The mix of concrete was tested during placement and the soil bentonite mixture was continuously sampled and tested.
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406
Bulletin 717 — American Railway Engineering Association
Mixing backfill material on the ground.
The drain lines to maintain the reverse gradient and to feed the water treatment plant were installed as continuous pipe placement. The perforated plastic pipes were installed in a bed of pea gravel. Manholes were then added at appropriate locations.
We have considered a number of alternate remedial actions ranging from "Do Nothing" to "Full Excavation and Incineration." The costs ranged from $100 million to over $500 million. We are presently attempting to demonstrate that we can treat this soil in situ (in place) at a cost near the low end of this range. This would involve oil recovery and enhanced oil recovery, followed by an extended period of biological treatment to oxidize the remaining contaminants.
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COMMITTEE 4— RAIL
Chairman: A. W. Worth
Report of Subcommittee 3 Rail Statistics
Subcommittee Chairman: A. E. Shaw, Jr.
Consolidated Report of Rail Shipped
to North American Railroads from
North American and Non-North American Producing Mills
in 1986
By Weight and Section
N. American Non-N. American
|
Weight |
Section |
Tons Shipped |
Tons Shipped |
Total |
% Tota |
|
140 |
AREA |
2,246 |
0 |
2,246 |
0.30 |
|
136* |
AREA |
284,773 |
72,670 |
357,443 |
43.10 |
|
133 |
AREA |
103,807 |
18,000 |
121,807 |
14.70 |
|
132 |
AREA |
70,058 |
95,626 |
165,684 |
20.00 |
|
122 |
CB |
4,068 |
0 |
4,068 |
0.50 |
|
119 |
AREA |
11,399 |
2,531 |
13,930 |
1.70 |
|
115 |
AREA |
106,416 |
44.582 |
150,998 |
18.20 |
|
100 |
AREA |
3,237 |
0 |
3,237 |
0.40 |
|
lOORA |
9,007 |
0 |
9,007 |
1.10 |
|
|
OTHER |
0 |
193 |
193 |
.02 |
TOTAL
595,011
233,602
828,613
100.00
•Includes 136# rail which has modified head concour by some roads.
408
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COMMITTEE 13— ENVIRONMENTAL ENGINEERING
Chairman: R. C. Brownlee
Report of Subcommittee 3
Subcommittee Chairman: R. G. Alderfer
Solid and Hazardous Waste Management — An Overview of Regulations
Foreword
The purpose of this document is to introduce the basic structure and content of regulations affecting the management of solid and hazardous waste to railroad personnel responsible for compliance. The legal foundation for these regulations is the Resource Conservation and Recovery Act (RCRA) of 1976 and the Hazardous and Solid Waste Amendments (HSWA) of 1984.
There are three goals established by RCRA and three distinct but related programs develop- ed to achieve these goals. The RCRA goals are:
° To protect human health and the environment, ° To reduce waste and conserve energy and natural resources, and ° To reduce or eliminate the generation of hazardous v/aste ^5 expeditiously as possible.
While these goals were established in pursuit of the public interest, all of them (especially the second and third) also have direct benefit to operating railroads. Waste reduction means reducing the regulatory burden and waste management costs.
The three interrelated programs to achieve RCRA goals are: ° The Solid Waste Program (RCRA Subtitle D), ° The Hazardous Waste Program (RCRA Subtitle C), and ° The Underground Storage Tank Program (RCRA Subtitle I).
It Is important to note that Subtitle D encourages states to develop comprehensive plans for the management of solid v/aste, therefore each reader is encouraged to investigate in detail the status of these programs in states where his or her railroad operates. Many states are also active in hazardous waste management, therefore state programs related to hazardous waste must be investigated as well. It is important to note that the RCRA definition of solid waste includes non-hazardous wastes and wastes which are not solid (see 3.1, Definition of Soliti Waste).
Whereas RCRA and HSWA describe the kind of program Congress sought to establish, it is the RCRA regulations which tell how the policy objectives of the Act are to be carried out. As regulations are being developed by the Environmental Protection Agency (EPA), they are published for review and comment in the Federal Register. Each year, RCRA regulations are compiled and published in the Code of Federal Regulations (CFR), specif-
410
Published as Information 41 1
ically Volume 40, Chapter I, Subchapter I - Solid Waste, Parts 240 to 271. Hence, the shortened citation 40 CFR Part 240, etc. It is vitally important that persons with responsi- bility for compliance with these regulations monitor them regularly because of frequent and substantial changes.
One very significant provision of HSVVA is that it directs EPA to develop regulations for small quantity generators. Prior to this directive, EPA regulated only those facilities generating more than 1,000 kilograms (2,200 pounds) of hazardous waste each month, although certain states regulated facilities generating smaller quantities. Under the new regulations, facilities generating between 100 kilograms and 1,000 kilograms are also regulated by EPA, although certain provisions are less stringent than for facilities which generate more than 1,000 kilograms per month. This means that certain railroad facilities which were previously unaffected by RCRA are now directly affected. Repair shops, paint facilities, car washing facilities, fueling facilities etc. which handle more than 100 kilograms per month of any hazardous waste (or roughly one-half of a 55 gallon drum) must comply with RCRA regulations. See Section 3.3 of this report for information pertain- ing to small quantity generators.
As a general guide to the lengthy and complex regulations promulgated under RCRA, it is helpful to answer the following questions.
1. Does the facility in question generate a RCRA solid waste? (See Subtitle D of RCRA - Managing Solid Waste)
2. If the facility in question does generate solid waste, is any of that waste hazard- ous? (See Subtitle C of RCRA - Managing Hazardous Waste. It is this subtitle which outlines the well known "cradle to grave" provision for the management of hazardous wastes.)
3. Does the facility in question use underground tanks for the storage of petroleum products and hazardous substances? (See Subtitle I of RCRA - Underground Storage Tanks)
3.1 A DEFINITION OF SOLID WASTE
Under RCRA, the term "solid waste" is very broad. It not only includes non-hazardous solid wastes, but it also includes hazardous solid wastes and wastes which are not solid. More specifically, RCRA defines solid waste as garbage (milk cartons, coffee grounds), refuse (metal scrap, wallboard, empty containers), sludge from a waste treatment plant, sludge from a water supply treatment plant, scrubber sludges from an air pollution control facility, discarded materials including solid, liquid, semi-solid, or contained gaseous material resulting from industrial, commercial, mining, and agricultural operations and from commu- nity activities.
It is important to note that the definition of solid waste excludes:
° Domestic sewage (untreated sanitary wastes that pass through a sewer system); ° Industrial wastewater discharges regulated under the Clean Water Act;
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Of course, we offer Standard Tee Rail. In ten weights and sections, from 85 lb to 140 lb. In heat-treated, medium hardness, and stan- dard control-cooled grades. In lengths up to and including 80 feet.
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Our Trackwork product line is equally complete.
Crossings pre-assembled in our shop to ensure superior accuracy, then disassembled for shipment to your site.
Frogs, not just in the basic AREA or ASTM designs, but custom-produced for special applications.
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Adjustable Boltless Switch Braces that have fewer parts to handle and need fewer rail anchors.
Plus Turnouts you can order four different ways: Panel Switches and Panel Turnouts delivered direct to your site: custom-designed Assemblies: Turnouts with packaged Swit- ches: and individual Turnout Components.
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Published as Information 413
° Irrigation return flows;
° Nuclear materials, or by-products, as defined by the Atomic Energy Act of
1954; and ° Mining materials that are not removed from the ground during the extraction
process.
The primary goals of the Solid Waste Management Program (Subtitle D, Sections 4001 to 4010 of the act) are to:
° Encourage environmentally sound solid waste management practices,
° Maximize the re-use of recoverable resources, and
° Foster resource conservation.
The two main components of the Solid Waste Management Program are:
1. Regulations applicable to the development and implementation of state plans, and
2. Criteria used as a minimum technical standard for solid waste disposal facilities and to identify open dumps.
These criteria are used as a set of minimum technical standards v/ith which all solid waste disposal facilities must comply. The criteria cover eight areas: floodplains, endangered species, surface water, ground water, waste application limits for land used in the produc- tion of food chain crops, disease transmission, air, and safety. Specific requirements are set by the regulations under each of these areas. It is important to note that the criteria apply to all facilities, regardless of whether or not the state in which they are located has an approved management plan. Furthermore, states have the option of developing criteria more stringent than the federal ones.
In addition to serving as minimum technical standards, the criteria are used to identify open dumps. An open dump is defined as a disposal facility which does not comply with one or more of the Subtitle D criteria. Using the criteria, each state must evaluate solid waste disposal within its border to determine which, if any, are open dumps and therefore need to be closed or upgraded.
As a result of HSWA, Subtitle D criteria will be revised. HSWA requires that EPA prepare a report determining whether or not the criteria are adequate to protect human health and the environment from ground water contamination and whether or not additional author- ities may be needed to enforce them. Furthermore, the criteria must be revised to cover facilities that receive hazardous household waste or hazardous waste from small quantity generators. Revisions will require ground water monitoring as necessary to detect contami- nation, establish criteria for the acceptability of new facility locations, and provide for corrective action as required. A permit program will be required for facilities which receive hazardous waste from small quantity generators.
3.2 HAZARDOUS WASTE DISPOSAL
Subtitle C of the Resource Conservation and Recovery Act establishes a program to manage
414 Bulletin 717 — American Railway Engineering Association
hazardous wastes from "cradle to grave". The objective of the program is to assure that hazardous waste is handled in a manner that protects human health and the environment. RCRA authorizes EPA to regulate hazardous wastes with the following goals:
1. Identification of hazardous waste;
2. Establishing standards for hazardous waste generators and transporters;
3. Setting performance, design, and operation requirements for treatment, storage, and disposal (T/S/D)facilities;
4. Developing a system for issuing permits for hazardous waste facilities;
5. Setting guidelines to allow states to handle their own hazardous waste manage- ment programs; and
6. Establishing procedures for modification of hazardous waste activities.
In managing projects involving hazardous wastes, it is mandatory that current federal and state regulations be reviewed thoroughly to determine those which are applicable. Federal regulations pertaining to hazardous waste management are found in 40 CFR Parts 260 to 267.
3.2.1 IDENTIFICATION AND LISTING OF HAZARDOUS WASTE
A solid waste is hazardous if it meets any one of the following four conditions.
1. Exhibits, on analysis, any one of the characteristics of a hazardous waste as defined in 40 CFR Part 261.21 to 261.24 (Subpart C);
2. It has been named as a hazardous waste and listed in 40 CFR Part 261, Subpart D or state equivalent;
3. It is a mixture containing a listed hazardous waste and a non-hazardous solid waste (unless the mixture is specifically excluded or no longer exhibits any of the characteristics of hazardous waste); and
4. It is not excluded from regulation as a hazardous waste.
Furthermore, the by-products of the treatment of any hazardous waste are also considered hazardous unless specifically excluded. The four characteristics of hazardous waste defined by EPA are: ignitability, corrosivity, reactivity, and EP toxicity. Responsibility for deter- mining whether or not a particular solid waste is hazardous falls on each generator. A generator who has listed waste which he considers not to be hazardous may petition the EPA to have that waste "delisted" and excluded from regulation under Subtitle C of RCRA. The petitioner must prove to EPA that the waste is not hazardous because of facility-specif- ic variations in raw materials, processes, or other factors.
3.2.2 EPA REGULATIONS APPLICABLE TO HAZARDOUS WASTE GENERATORS RCRA regulations (40 CFR Part 262) require the following of hazardous waste generators:
1. EPA notification/identification. Each generator must notify EPA of hazardous waste being generated and obtain a unique identification number. Without this number the generator is prevented from treating, storing, disposing of, transporting, or offering for transportation any hazardous waste.
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416 Bulletin 717 — American Railway Engineering Association
2. Pre-transport regulations. EPA adopted Department of Transportation (DOT) regulations for hazardous waste transportation, and these regulations include the following:
a. proper packaging to prevent leakage during normal transport conditions and during potentially dangerous conditions,
b. identification of characteristics and dangers of waste being transported through appropriate labeling, marking, and placarding of packaged waste, and
c. a generator may accumulate hazardous waste on-site for 90 days or less provided that specific requirements are met concerning proper storage, emergency planning, and personnel training.
3. The manifest. The Uniform Hazardous Waste Manifest (see Appendix A for sample form) is the key to managing hazardous waste from "cradle to grave". Through use of the manifest, generators track the movement of hazardous waste from the point of origin to the point of ultimate treatment, storage, or disposal (T/S/D). Information required on the manifest includes name and EPA identification number of the generator, the transporter, and the T/S/D facility; it requires DOT description of waste being transported; it requires a determination of the waste quantity being transported; it requires the address of the T/S/D facility to which the waste is being sent; it requires certification that the generator has in place a program to reduce the volume and toxicity of waste generation at his facility to the degree economically practicable; and finally, it requires that the T/S/D method chosen by the generator is that practical method currently available that minimizes the risk to human health and the environment to the greatest extent possible.
It is important to note that the generator is responsible for seeing that any waste shipped from his facility arrives at its intended destination. This is confirmed by his receiving the generator copy of the manifest from the owner or operator of the facility to which waste is transported. If the generator does not receive his copy, he must report that fact ("exception report") to the EPA within 45 days of transporter acceptance of the waste. t. Recordkeeping and Reporting. Generators who transport hazardous waste off-site must submit a biennial report to the Regional Administrator of EPA by March 1 of each even-numbered year. Many states also have annual or more frequent reporting requirements. These reports detail the generator's activities with regard to hazardous waste transportation during the previous calendar year or reporting period. Generators who treat, store, or dispose of their own hazardous waste on-site must submit a biennial report that contains the description of the type and quantity of hazardous waste being handled during the year and the method of treatment, storage, or disposal used. The generator must also keep a copy of each biennial report and any exception reports for a period of at least 3 years from the date the report was submitted.
Published as Information 417
3.2.3 EPA REGULATIONS APPLICABLE TO HAZARDOUS WASTE TRANSPORTERS Transporter regulations were developed jointly by EPA and DOT to avoid contradictory requirements. Even though regulations are integrated, they are not included under the same act. A transporter of hazardous waste must comply with regulations under 49 CFR Parts 171 to 179 (the Hazardous Materials Transportation Act), as well as those under 40 CFR Part 263 of RCRA.
EPA standards apply only to off-site shipments of hazardous waste, and the transporter must comply with the following requirements:
1. Notify EPA. Each transporter must obtain a unique identification number from EPA and use it in the handling of any hazardous waste.
2. Carry the Proper Manifest in the Proper Form. The transporter is required to deliver the entire quantity of waste which he accepted from either the generator or another transporter to the designated facility listed on the mani- fest. If this cannot be accomplished, the transporter is required to inform the generator and receive further instructions. Before transferring waste to a T/S/D facility, the transporter must obtain an authorized signature from the T/S/D facility and date the manifest. Transporter must retain a copy of each manifest of waste hauled for 3 years from the date the hazardous waste was accepted by the initial transporter.
3. Report and Cleanup Spills. RCRA regulations require that transporters take immediate action to protect health and the environment in the event of an accidental release. If a federal, state, or local official with the appropriate authority determines that immediate removal of the waste is necessary to protect human health or the environment, he can authorize waste removal by a transporter who lacks an EPA ID and without the use of a manifest.
3.2.4 EPA REGULATIONS APPLICABLE TO OWNERS AND OPERATORS OF HAZARDOUS WASTE TREATMENT STORAGE AND DISPOSAL FACILITIES
EPA has established minimum national standards which define acceptable management of hazardous wastes under RCRA, 40 CFR Part 264. The provisions of the EPA standards are quite extensive and apply to owners and operators of all facilities which treat, store, or dispose of hazardous waste, except as specifically provided otherwise by EPA. The standards are designed to address the following areas:
° Vvho is Subject to Regulations (Subpart A);
° General Facility Standards (Subpart B);
° Preparedness and Prevention (Subpart C);
° Contingency Plan and Emergency Procedures (Subpart D);
° Manifest System, Recordkeeping, and Reporting (Subpart E);
° Ground water Protection (Subpart F);
° Closure and Post-Closure of Facilities (Subpart G);
° Financial Requirements (Subpart H);
° Use and Management of Containers (Subpart I);
° Tanks (Subpart J);
ALLEGHENY INSULATED JOINTS
HAVE STAYING POWER YOU CAN FIT EM & FORGET EM.
Allegheny Bonded Insulated Joints
• Epoxy Bonded for Long Life
• Supplied Shop Assembled into Plugs or as Kits
for Customer Application
• Special Joint Bars Available
oact Pesistan--
Big EHecii Wheel Flange Clearance
TEMPRANGE" AdheS'>/e wth Fifteen In Track Years ol Service Now Has Zmc Chromate Corrosion Inhibitor and Even Higher Strength
Top Rtb Prowides Lift for Mechanized Track Tamping and ing Eguipmeni
TEMPRANGE" Adhesive Squeezes inio Rail and Bar Holes lo Encapsulate Bolts and Bushings
, Allegheny "TOUGHCOAT D Insulated Joints
• Rugged Steel Bar Insulated With Specially Formulated Urethane
• Large Wheel Flange Clearance
• High Impact Resistant Glass
Epoxy End Posts
Entire Surtace ot TOUGHCOAT Joint Bar Cores are Sandblasted to While Meiai and then Primed with a Corrosion ReSiStant Adhesive prtor lo Encapsulation lo Prevent Peeling and Assures Extremely Long Life
Heal Treated Oval Neck T Bolls Pin Bolls are also available and used without Lo^.k was hers
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Conditions Llnder heavy iratfic TOUGHCOAT retains High Dieiec Strength — Abrasion Resistance - and Plastic Resiii
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Fit Steel Core Filament Wound Replaceable Bushings are m the Bars
)r write for details lONE: (412) 391-2141 X: (412) 391-2147
AULEOHENY
Allegheny Rail Products
Division ot TASA Corporation ^
SUITE 990 • TWO GATEWAY CENTER • PITTSBURGH. PA 15222
Published as Information 419
° Surface Impoundments (Subpart K);
° Waste Piles (Subpart L);
° Land Treatment (Subpart M);
° Landfills (Subpart N);
° Incinerators (Subpart O);
° Thermal Treatment (Subpart P);
° Chemical, Physical, and Biological Treatment (Subpart Q); and
° Underground Injection (Subpart R).
3.2.5 EPA PERMITS FOR TREATMENT, STORAGE, AND DISPOSAL OF HAZARDOUS WASTE
Provisions have been made by EPA for owners and operators of existing hazardous waste treatment, storage, and disposal facilities to obtain "interim status" under the regulation. These standards are presented in 40 CFR Part 265 and cover those areas identified above in Section 3.2.4. For new hazardous waste land disposal facilities, EPA has promulgated regulations for interim standards under 40 CFR Part 267. Additionally, individual state standards have been established and should be thoroughly reviewed for applicability.
3.3 PROVISIONS APPLICABLE TO SMALL QUANTITY GENERATORS
3.3.1 DEFINITIONS.
Those who generate between TOO kilograms (220 pounds) and 1,000 kilograms (2,200 pounds) per month of K-List, F-List, U-List or "characteristic" waste or any combination thereof and those who generate more than 1 kg. of P-List waste per month are regulated as "Small Quantity Generators". Those generating less than the amounts given here are not regulated under current programs. It is important to note that regulation as a "small quantity" genera- tor does not mean reduced liability. While different management requirements apply as outlined below, responsibility for proper identification, registration, storage, transporta- tion, and disposal lie with the generator; and penalties for improper management can be severe.
3.3.2 WASTE IDENTIFICATION AND REGISTRATION
Responsibility for determining whether specific wastes are hazardous or non-hazardous lies with the generator, and requirements for small quantity generators are the same as those for other regulated generators (see Section 3.2.1 of this document). Regulated small quantity generators are required to register their wastes with EPA and obtain Federal Generator Identification Numbers using EPA Form 8700-12.
3.3.3 STORING AND LABELING HAZARDOUS '.VASTE
Storing and labeling requirements for small quantity generators are also similar to those for other regulated generators. (See 40 CFR 265.170 - 265.177.) Containers must be DOT-approved, in good condition, and free of rust, damage or leaks. Special epoxy or plastic linings are required if the waste is acid or caustic. Reactive wastes may not be
420 Bulletin 717 — American Railway Engineering Association
stored in the same container. Separate containers v/ith reactive wastes must be stored in such a way that no hazard is created if they should leak. Containers must be closed except when adding waste. Reactive or ignitabie waste should be stored no closer to proper- ty lines than 50 feet.
The storage area and storage containers must be inspected weekly for evidence of leaking and/or deteriorating containers. Each container must be clearly marked as to the date storage began and must also clearly show the label "Hazardous Waste". Furthermore, all applicable DOT warning labels such as "flammable" or "poison" must be applied.
Obviously, storage v/hich complies with regulations summarized above can be achieved only with specific training of and instructions to operating personnel regarding what goes Into each container, when it was placed there, detailed shipping records clearly referencing manifests, etc.
Specific regulations also apply to storage of hazardous waste in tanks (see 40 CFR 265.190- 265.199). Applicable provisions for freeboard or secondary containment with uncovered tanks, waste feed cutoff or bypass, daily and weekly inspections must be researched and observed.
3.3.4 ON-SITE ACCUMULATION
Regulated small-quantity generators may accumulate up to 6,000 kilograms of hazardous waste on-site without a RCRA permit for up to 180 days (compare 90 days for other regulat- ed generators). Regulated small-quantity generators who must transport waste over a distance of 200 miles or more for off-site treatment, storage or disposal may accumulate up to 6,000 kilograms of waste without a RCRA permit for 270 days or less. Generators are strongly recommended to contact their state regulatory agency to determine whether stricter or other provisions may apply to on-site accumulation.
3.3.5 SAFETY/CONTINGENCY REQUIREMENTS
Regulated small-quantity generators are required to meet certain minim.um safety measures. An "emergency coordinator" must be available on-site or on-call at all times. The coordina- tor must be thoroughly familiar with the plant /facility operations as well as all emergency procedures. The coordinator may designate someone to act in his/her place.
Basic information must be posted next to telephones available to operating personnel: ° name/telephone number of Emergency Coordinator ° name/telephone number of local Fire Department ° location of all fire extinguishers and spill control equipment. Other useful information may include Chemtrec (Chemical Manufacturers Association response network) or similar group telephone number, emergency response contractor telephone number (if applicable), key instructions or other useful reminders from spill response and contingency plans, access to computer-aided safety information, etc.
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All bolts manufactured by Rodcford Bolt and Steel Company. For additional Information write or caD:
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128 Mill Street Rockford. Illinois 61101 Area Code / 815 968-0514
422 Bulletin 717 — American Railway Engineering Association
Each generator must ensure that operating personnel are trained and thoroughly familiar with proper waste handling and emergency procedures. Generators must investigate and comply, if necessary, with the "Hazard Communication Standard" established by the Occupa- tional Safety and Health Administration (OSHA) and described in 29 CFR 1910.1200. Generators must also determine what, if any, state hazard communication standard or "right-to-know" regulations are applicable.
Other safety/contingency provisions which apply to small quantity generators include emergency alarm systems, available spill-control and fire fighting equipment, unobstructed aisle space, and written arrangements with local emergency response agencies.
3.4.6 SPILLS
If a spill of hazardous waste occurs, the emergency coordinator must contact the EPA National Response Center at 1-800-424-8802 if either of the following occurs:
° A spill endangers surface water, human health or the environment.
° A spill requires response by the fire department.
In addition, the generator must file a report of the incident with the applicable EPA regional administrator.
3.3.7 TRANSPORTATION
Generators must ship hazardous waste only with haulers having valid EPA transporter identification/registration. It is the generator's responsibility to complete the manifest accurately and completely (see Appendix A). Copies of manifests must be retained at the generator's place of business for at least 3 years.
3.3.8 WASTE MANAGEMENT/DISPOSAL
Since small quantity generators rarely dispose of their own hazardous waste, this report
will not cover regulatory or engineering aspects of waste disposal. Generators are reminded
that regulations concerning waste disposal are contained in 40 CFR 264. However, the
following suggestions and reminders are made to small quantity generators regarding
disposal.
° Septic tanks and similar systems may not be used for hazardous waste disposal. ° While many wastes cannot be discharged to publicly owned treatment works, under certain conditions, this option may be available. Under no circumstances, however, should any discharge take place without full coordination with and official permission from the pertinent agency(ies). ° Waste recycling is highly acceptable, may be economical for the generator and should be explored by contacting recycling firms, regulatory agencies or consultants familiar with these options. Similarly, waste exchange programs should be explored on a regional basis. ° In choosing a waste treatment /disposal firm, it is strongly advised that the generator verify the permit status of each candidate firm with EPA and perti-
TIE TAMPERS SPIKE DRIVERS
NE\A/ l-R MT4 TIE TAMPERS & STEEL
NEW PB80A (OLD STYLE) DROP FORGED
SPIKE DRIVERS HARD TO FIND REPLACEMENT PARTS FOR THE ABOVE AS WELL AS RACOR AND SAFETRAN DUAL DRIVERS
VOEOTLY (415) 569-2700
& WHITE 462 Hester St.,
ESTABLISHED 1927 San Leandro. CA 94577
WADSWORTH EQUIPMENT CO.
FOUR LEAD SPIRAL THREAD
POW'R GRIP DRIVE DOWELS
• REDUCE SPLITTING OF TIES
• SALVAGE SPLIT TIMBER
• FASTEN CROSSING PANELS
P.O Box 6122 • Akron, Ohio 44312 • Area Code 216 733-8367
424 Bulletin 717 — American Railway Engineering Association
nent state agencies. It is also strongly advised to visit each facility under consideration and obtain detailed, first-hand information regarding its capacity, status, operating procedures, and audit results if available. In this regard railroad personnel may benefit from a report by AREA Committee 13 entitled "Guide For Evaluation of Hazardous Waste Treatment, Storage and Disposal Facilities". Persons wishing copies of this report may contact the Chairman, Committee 13, c/o AREA Headquarters.
APPENDIX A
'Uniform Hazardous Waste Manifest"
(Note: The manifest form is state-specific; the example shown on the following page is that used by Illinois.;
Published as Information
425
, STATE OF ILLINOIS
ENVIRONMENTAL PROTECTION AGENCY DIVISION OF LAND POLLUTION CONTROL
EPA Form 8700-22 |R«¥. 9-e«)
LPC 6? 8 et
UNIFORM HAZARDOUS WASTE MANIFEST
^ us EPA ID No
A. Illirxxs Manifest Document Number
IL 19?47Q6
4 Generator s Phone (
J I 1 I I I I I L_L_
5 Transporter 1 Company Name
US EPA ID Number
C.lllioote Transportef's ID
Transporter's Phone
7 Transporter 2 Company Nam©
US FPA ID Niimbef
E IHinois Transporter's tD
Transporter'B Phone
9 Designated Facility Name and Site Address
US EPA ID Number
IH Facilrty's Phone
1 I I L_l I I I l_l_
11 US DOT Description f/nc/uding Proper Shipping Name. Hazard Class, and ID Number) I 12 Contair
No Type Quantity Wi-vol
Total
xT
AutwtzMnfi NwtCmt
xT
J I L
xT
Trnan3tn5Cc lnKem)l4
1 = Gallons
teaSTJsrWsa;
A«jOvnzalknNi«T<Mr
J I L
J. AddKional Oeacriptens for Materials Listed Above
!es Listed Abov«
2 = Cubic Yards
15 Special Handling Instructions and Additional Information
16 GENERATOR S CERTIFICATION: I hereby declare thai
pfooer shpo<"g fiame and are classified packed marked arxj labeled . according to applicable international and national Qovernmenl regulations
If I am a large quantilv generator i certify thai i have a program in place to reduce the volume and toxicity ol waste generated to the degree 1 have determiried to be economically p<aclicat>»c and that I have selected the practicable method of treatment storage or disposal currently available to n^e which fmnimiies the preseni and tljlure threat to human health and the envifonment OR. if I am a small quantity generator 1 have made a good Liith ettort in mimmi/e my wwasle ger^ration arKi select
(ford £
? managerr^enl method that u
Date
Printed I* Typed Name
Signature
17 Transporter 1 Acknowledgement of Receipt of Materials
Printed. Typed Nam*'
18 Transporter 2 Acknowledgement of Receipt of Materials
KkMTth Day Year
I Dale
Month Day Yea/
I Date
Printed/ Typed Name
Month Day Y6ar
19 Discrepancy Indication Spar
20 Facility Owner or OpHrfitor Printed/Typed Nan"
1 of receipt o( haz.irdous materials covered by this r [Signature
Mortf/i Day Year
' .1 HuUM tMfcHOtN(. * AND SPILL ASSISTANCE NUMBfcHS' uU'SlliI
DISTRIBUTION PART ) GENERATOR PART .■ lEPA PART tFAClLiT. PART i TOANSPC^HTf w PART SIFPA
COMMITTEE 22— ECONOMICS OF RAILWAY CONSTRUCTION AND MAINTENANCE
Chairman: W. C. Thompson
Report of Subcommittee 9
Subcommittee Chairman: N. C. LaRocco, Jr.
ECONOMICS OF UTILIZING VARIOUS TRACK FIXATION SYSTEMS
ON WOOD TIES
In today's environment of high speed, high frequency, high tonnage train traffic, railroad engineers have had to move beyond relying solely on the traditional work horse of the industry, the cut spike and double-shoulder plate to fasten rail to wood ties. A myriad of fasteners have evolved which range from simple adapations of the more traditional components, to systems which incorporate technology exclusive of the double-shoulder plate and cut spike. These various fixation systems are utilized to different degrees throughout the industry. The type of system, the installation location, the conditions encountered, the benefits gained and the installation and maintenance costs are all factors which are considered when making the decision to install conventional, modified or new fixation systems.
The American Railway Engineering Association Committee 22, Subcommittee 9, was assigned the task of studying the "Economics of Utilizing Various Fixations of Rail to Wood Ties, Other Than Cut Spikes and Conventional Plates." In order to accomplish this task, a questionnaire was developed, approved by the Committee membership and sent to the AREA headquarters for distribution to various railroad engineering departments. Eleven railroads resp>onded. However, only six of the responding railroads presently utilize fixation systems in lieu of, or in addition to, cut spikes and conventional plates.
The fact that five of the responding railroads utilize the conventional system only is not insignificant (these railrods ranged in size from 200 main track miles to in excess of 6,000 main track miles exclusively dedicated to freight operations). It was evident from this initial observation that, in considering the subject question, many factors indigenous to individual railroads governed the decision to utilize various fixation systems. Although not stated, factors such as; satisfaction with the conventional system, lack of capital, low tonnage hauling, etc. , may have contributed to the absence of modified or new fixation systems on these railroads. However, the reasons must be left to speculation.
On the other hand, the <;ix railroads with positive responses gave clear reasons for utilizing the alternate fixation systems. The criteria used to determine fastener application was as follows:
Railroad 1 :
This railroad utilizes plate hold down devices other than cut spikes on all curves 4° and over, and in areas of abnormal rail wear and short tie life. These fasteners were installed to improve track lateral stability, to improve rail change out and improve tie life. Once installed, gage widening and the need to regage was drastically reduced. Spiking during rail change out was eliminated, thus reducing the spike killing of ties, which, in turn, increases tie life and reduces maintenance costs.
The labor costs expended during installation are comparable to the cost of installing the conventional track plate and cut spike. The material costs, however, ran approximately 30 to 40 percent higher. One the other hand, rail change out is faster and easier, while ties are installed slower but less often. Theoverallcost of installation on existing track for this particular railroad, was found to be equal
NOTE: For purposes of this report, ionveniional system refers to cut spike, double-shoulder plate, and rail anchors; hybrid system refers to any of the aforementioned components m combination with another fixation component (i c . lock spike, screw lag. lock in shoulder and clip, etc ); direct fixation refers to a system which afixes rail to plate and plate to tie with components other than the conventional components.
426
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The Burke-Parsons-Bowlby Corporation
PRODUCERS OF
TIMBER PANEL CROSSINGS • PLANK CROSSINGS • RUBBER CROSSING SHIMS FLANGE TIMBER • RETARDER TIES • CROSS TIES • SWITCH TIMBER
P.O. Box 287 DuBois, Penn. 15801 (814) 371-7331
P.O. Box 39 Spencer, WV 25276 (304) 927-1250
P.O. Box 537 Stanton, KY 40380 (606) 663-2837
P.O. Box 86 Goshen, Va. 24439 (703) 997-9251
428 Bulletin 717 — American Railway Engineering Association
to that of installing conventional components, and the cost of installation on newly constructed track has proven to be much less. In addition, no new machinery or tools were required to install the fasteners.
The Engineering Department concluded that; the fifty track miles of non-conventional fasteners on wood ties are a vast improvement over the conventional cut spike design and are performing better than expected.
Railroad 2:
Railroad 2 utilizes a hybrid fastener system in a test installation intended to prevent rail turnover in a retarder yard where long cars, historically, passed knuckles and derailed. Since the installation two years ago, derailments have ceased.
The system utilized existing tie plates with a hook in shoulder and clip, and was more costly than the conventional system. The benefits realized are; less frequent maintenance, extended rail life, reduced rail replacement costs, and, of course, the primary one, the reduction in derailments and their negative effect on service. It was concluded that the additional costs were offset by the benefits.
Railroad 3 :
Railroad 3 utilized two direct rail fixation systems to prevent longitudinal rail movement and reduce ties being cut by rail anchors. Ten-thousand fasteners were installed as a test to compare the performance of the direct fixation fasteners against the performance of the more conventional cut spike, tie plate and rail anchor. They concluded that the two test systems performed better than the conventional components. The additional benefits gained are; elimination of gage widening, reduced maintenance, extended tie life, reduced rail replacement costs, and reduced gage face wear. However, the cost of installation of the two fixation systems being tested was greater than the installation costs of conventional plate and cut spike. Material costs were approximately twice the cost of the standard cut spikes and plate, and labor costs were one and one half times as much.
In answer to the question: did the extra cost of labor or material justify the installation. Railroad 3 stated; due to the special handling, the extra cost will not be recovered in extended life and reduced maintenance. However, if it becomes an accepted standard and more adaptable to mass production techniques the extra cost will be justified.
Railroad 4:
This railroad utilizes a direct fixation system on wood ties as its standard on high volume track, and any new installations. Fifteen years ago, the Engineering Department upgraded the rail section for its main track, which required a purchase of new plates and anchors to facilitate the installation. An elastic fastener system was selected. The primary expectations of the fixation system were: greater longitudinal restraint, greater lateral track stiffness, reduced gage widening, reduction in down ties, reduced rail replacement costs and overall reduction in maintenance costs.
The results have been as expected. Gage widening and down ties have been practically eliminated. Rail replacement labor costs are considerably less. Tie life is extended somewhat due to reduced spiking during maintenance operations and reduced plate cutting due to mechanical action. Although tie installation has, historically, been negatively impacted due to lack of effective machinery, new production equipment recently introduced has made tie replacement costs comparable to that of the conventional system.
It must be pointed out. however, that initial installations utilizing cut spikes to affix the elastic fasteners and plates to the ties, experienced accelerated degradation of ties and surface conditions, and developed elongation of the holes in the plate and disintegration of the throat of the spike. This resulted in additional labor and material being expended to correct the problem.
Published as Information 429
Since direct fixation is the standard for much of the trackage, the initial installation cost versus that of the more traditional system is comparable. Due to economy of scale, the material costs for the direct fixation system are slightly higher than that of the cut spike, double-shoulder plate and rail anchor. However, the benefits gained outweigh the extra costs. The responder concluded: "public safety and one-time performance could not be equated into dollars."
Railroad 5:
Railroad 5 is presently testing three fixation systems on approximately 2.6 miles of wood tie track. The tests are being performed to fulfill the need to test different types of fasteners, to prevent gage widening on curves and to facilitate rail change out.
Two of the three systems tested are complete direct fixation systems, while one is a hybrid system utilizing standard double-shoulder tie plates. The installation costs range from 2-1/2 to 3 times more expensive for labor, and material costs range from 6 to 8 times more for the clips and screw lags or lock spikes, than the cut spikes they replaced. The fasteners did produce very positive results.
The fasteners were given credit for extending tie life by reducing mechanical wear and the need to spike during relay operations. On a 9° curve application gage widening due to mechanical wear associated with the cut spike, has been eliminated. In addition, rail change out production has been considerably increased in the test locations.
In all three locations which utilized three different rail hold down devices and three different plate to tie fasteners, the systems have performed as they were intended. As far as justifying the additional costs, this railroad stated: "In one case the rail is replaced every 4 years. Extra labor for the initial installation is off-set after the first replacement of the rail."
Railroad 6:
This railroad utilizes eight different fixation systems in addition to the cut spike and double- shoulder plates. Each application location was determined due to unique problems associated with curves, poor subgrade conditions, poor ballast conditions, drifting sand, and any other conditions which affected the cut spikes' ability to perform the function for which it was designed. The applications ranged from test sites one third of a mile long to an application of 100,000 comp.inents. The primary reasons for application were; comparison of systems, to resist rail turnover on curves, to develop better rail-plate-tie connection, to eliminate rail lift in sand or soft subgrade, etc.
Seven of the various systems were effective in performing to expectations (one is still being tested). Each site is subject to higher than normal mechanical loadings and was subject to gage widening. All the fixation systems reduced or eliminated the need for regaging. In all cases, the labor costs and the material costs for the systems were substantially greater than conventional systems. In one case, tools had to be modified to facilitate the one-shot application. All but one of the systems had a negative effect on tie installation, resulting in up to 15% reductions in productivity. The four systems, in which the rail hold-down device was independent of the plate to tie fastener reduced rail replacement costs considerably; while one had no affect; and the two which utilizes rail hold-down devices driven into the tie increased costs. Surfacing cycles were increased by the four direct fixation fasteners in varying amounts ba.sed on geographical location, while three hybrid systems had no effect.
All but one system is considered cost effective. Each has performed as anticipated, and savings from reduced maintenance and the elimination of derailments have offset the original installation costs.
Conclusion:
The various fixation systems other than the more conventional double-shoulder plate, cut spike, and standard rail anchor are not in wide use in the North American railroad industry. The reasons for
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The heat-treated, pre-curved wing rail, and one-piece manga- nese steel casting — consisting of base, point, guard rail, and rail braces — insures a constant guage. (Photo indicates the heavy wheel tread that is main- tained regardless of rail expan- sion or contraction.)
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Published as Information
431
this vary . However, more engineering departments are looking for something better than the traditional system for use in specific trouble areas.
Research has shown us that elastic fasteners: (1) provide better longitudinal restraint than conventional systems; (2) prevent gage widening and rail rollover; and (3) provide increased resistance to lateral shifting or track buckling. These fixation systems, in combination with hard wood ties, have demonstrated their ability to provide savings due to reduction in derailments, increased tie life, reduced rail installation costs, reduced need for gauging, and to some extent, surfacing.
Although no economic calculations were performed, it was apparent from the responses that positive experiences and cost savings in the majority of cases warranted or justified the use and additional costs of the various fasteners. The data supplied demonstrated that utilizing the standard plate with a lock spike or screw lag for plate anchoring is demonstratively better than the conventional cut spike. Savings in tie life and gaging can be realized from this one component change. The use of an elastic or spring spike (vs. cut spike) has proven better in providing increased tie life, longer surfacing cycles, and elimination of gage and rail rollover problems, however, are offset by increased tie and rail installation costs. The use of a hook in shoulder with conventional plates and lock spike or screw lag provide all the benefits of the previous system as well as the reduction in rail installation costs. The complete elastic fixation systems provides all the benefits of the other fasteners however, on a greater scale.
Railroads will continue to investigate these various fixations and find them to be economic alternatives to existing maintenance of way practices. The decisions to change from one system to another will be based on sound economic analysis for each application.
When making this economic evaluation, the railroads should utilize a cost benefit analysis similar to the following:
ADDITIONAL INSTALLATION COSTmE
ESTIMATED SAVINGSATIE
|
Material Cos! |
- 1 |
|
Labor Cost |
- $ |
|
Machinery Cost |
- S, |
|
Total Additional Cost |
-$ |
Transposing Rail ( Yr I - $
Relaying Rail ( Yr.) ■ i
Rail Wear/Year - S
Tie Life Savings/Year for Yrs - S
Maintenance Savings/Yr. for Yrs - $
Surfacing Savings - $
Derailment Savings - S
Total Lsliiiialed Savings/Tie - $
^Yr ^Yr.
Whether a railroad uses net present value, discounted cash (low, payback period, or any other economic analysis methodology, the aforementioned table can be utilized to compare the savings and the additional costs, resulting from the application of a non-conventional fixatit)n system.
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COMMITTEE 24— ENGINEERING EDUCATION
Chairman: C. E. Ekberg, Jr.
Report of Subcommittee No. 1 — Recruiting
Subcommittee Chairman: J. W. Orrison
A survey of MW&S Chief Engineers concerning college graduates hired in 1987 has been completed. Replies were received from 20 of the 20 railroads of which information was requested. Eight graduates were employed during 1987, compared to 44 during 1986.
Table 1 summarizes the type of degree and major courses of study for 8 newly employed graduates. Table 2 shows a summary of .schools represented by the graduates employed.
Four of 20 responding railroads employed at least one graduate in 1987. Three graduates were employed by one railroad, 2 graduates by 2 railroads and one graduate by the fourth hiring road. The average number employed by hiring railroads was two.
Only one of the graduates hired had prior experience. Employment of electrical engineering graduates decreased from 12 in 1986 to 6 in 1987, while hiring of civil engineers dropped from 23 in 1986 to 1 in 1987.
The average monthly salary of the 8 graduates employed is provided in Table 3. Salaries reported by U.S. railroads included a high of $2,375 per month and a low of $2, 100 per month. Of the railroads hiring graduates, one paid all graduates the same salary regardless of experience.
Co-op student programs were provided by three railroads with the companies sponsoring 27 students in 1987. The sponsoring railroads paid salaries ranging from $1,270 per month (new co-op students) to $1,690 per month. Table 4 lists schools of rail way-sponsored co-op students. All railroads sponsoring more than one co-op student selected from two or more universities.
Table 1.
Degree
Degrees and Major Courses of Study of College Graduates Employed by Railroads
Number of Graduates
1987 Distribution
B.S. M.S. B.A.
Total
1983
1984
1985
1986
1987
US
CA
|
30 |
84 |
45 |
43 |
7 |
4 |
3 |
|
1 |
5 |
4 |
0 |
0 |
— |
— |
|
— |
1 |
1 |
1 |
1 |
1 |
— |
|
31 |
90 |
50 |
44 |
8 |
5 |
3 |
Major Course of Study
Number of Graduates
1987 Distributions
1983
1984
1985
1986
1987
US
CA
|
Civil Eng. |
22 |
57 |
45 |
23 |
1 |
|
Electrical Eng. |
3 |
15 |
12 |
6 |
|
|
Business |
— |
4 |
1 |
0 |
|
|
Eng. Tech. |
1 |
3 |
1 |
1 |
|
|
Construction Eng. |
2 |
3 |
3 |
0 |
|
|
Transportation |
— |
1 |
1 |
0 |
|
|
Other |
3 |
7 |
— |
3 |
0 |
|
Total |
31 |
90 |
50 |
44 |
8 |
433
434 Bulletin 717 — American Railway Engineering Association
Table 2.
Schools of College Graduates Employed By Railroads During 1987
McGill University 2
New York Institute of Technology 2
Bucknell 1
University Manitoba 1
University Pittsburgh 1
Southern University 1
Table 3. Average Monthly Salaries Categories America — US $ Canada — CA $
|
1986 |
1987 |
1986 |
1987 |
|
|
Overall Average |
2223 |
2231 |
2447 |
2387 |
|
Bachelor |
||||
|
w/Prior RR Experience |
2297 |
— |
2387 |
2387 |
|
w/No Experience |
2220 |
2231 |
2573 |
2387 |
|
Civil Engineering |
2137 |
2100 |
3153 |
— |
|
Electrical Engineering |
2380 |
2301 |
— |
2387 |
Table 4. Schools of Co-op Students by Railroads During 1987
School Number of Co-ops
North Dakota State 4
Georgia Tech 3
Nebraska 3
University of Tennessee 3
University of Waterloo 3
Alberta 2
New Mexico 2
U.T. — Chattanooga
Alabama
Clemson
University of Calgary
University of British Columbia
University of Sherbrooke
University of Wisconsin
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NOTES
I
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AMERICAN RAILWAY ENGINEERING ASSOCIATION
A
BULLETIN 718 ^ VOL. 89(1988)
DECEMBER 1988
ROOM 7702
50 F St., N.W.
WASHINGTON, D.C. 20001
U.S.A.
CONTENTS (Details Inside)
DECEMBER 1988
Dedication to Andres Caso Lombardo 435
Scenes from the 1988 A.R.E.A. Fall Technical Conference In Guadalajara 436
Presentations to 1988 A.R.E.A. Fall Technical Conference 441
Published As Information by Committees 471
Index to Volume 89
m
M
Published by Ihc American Railway Engineering Association, January. March. May, October and December
50 I- St , N W., Washmglon, DC. 20001
Second class postage at Washington, D.C and at additional mailing offices
.Subscription $56 per annum
Copynght ti 1988
AMLRICAN RAILWAY ENGINEERING ASSOCIATION (ISSN 0003-0694) All rights reserved
POSTMASTER: .Send address changes to: Amcncan Railway Engineering Association Bulletin. 50 F Street. N.W.. Washington.
DC 2(X)0I
No part of this publication may be reproduced, stored in an information or data retrieval system, or transmitted, in any form, or by any means — electronic, mechanical, photocopying, recording, or otherwise — without the prior written permission of the publisher.
DEDICATION
This A.R.E.A. Bulletin is Dedicated to
ANDRES CASO LOMBARDO
Director General Ferrocarriles Nacionales de Mexico
in acknowledgement of Mr. Caso's outstanding
leadership of the Mexican Railways and his support
of the A.R.E.A. and its 1988 meeting in
Guadalajara, Jalisco, Mexico, October 6-8
Scenes From The 1988
Fall Technical Conference
October 6-8 Guadalajara, Mexico
Technical Session on October 6
Andre Caso L., Director General of the Ferrocarriles Nacionales de Mexico and Stan McLaughlin, A.R.E.A. President and Assistant Vice President-Engineering of the Union Pacific.
Below: At the table of honor at the Thursday luncheon are L. to R. Stan McLaughlin, Andre Caso L., Alfonso Hernandez L., Advisor to the Director General and moderator for the AREA conference, and Francisco Sandoval D., Manager of the Paciflc Region.
Some of Those Making Presentations at the Guadalajara Meeting
E. J. Rewucki, Deputy Chief Engineer, C.P. Rail
L. T. Cerny, Executive Director, A.R.E.A.
J. W. Walsh, Associate Administrator for Safety, F.B
G. Rivera D., Budget and Technical Coordinator, Track and Telecommunications, F.N.M.
R. Ruiz C, Assistant General Director — Track and Telecommunications Dept., F.N.M.
E. Ramirez C, Assistant Commissioner — Bridges, F.N.
P. Jimenez G., Chief of Department of Planning and Urbanization of State of Jalisco is introduced at head table.
Oct. 7
Heading south from Guadalajara, the special Ferrocarriles Nacionales de Mexico train traversed verdant farmlands before heading into the rugged Tuxpan Canyon area, shown below.
^^!.
Conference attendees enjoyed dome car (above) on inspection train trip as well as a rear
end observation lounge and two dining cars, plus brand new luxury coaches provided by the
railway.
Photo below shows A.R.E.A. special train pulling out of station at Colima en route to
Guadalajara.
S
|
'*';" '^^^^^V |
B ^H**^ |
\
«4 AA
Photo above shows seaside luncheon near Manzanillo provided to trip participants by the railway.
Light Rail Inspection in Guadalajara Oct. 8
Photo below shows construction in progress near south end of new light rail line in Guadalajara — meeting attendees visited this location on Saturday.
PRESENTATIONS TO THE
A.R.E.A. FALL TECHNICAL CONFERENCE
GUADALAJARA, MEXICO
OCTOBER 6, 7 and 8, 1988
The Mexican Railway Network: Recent Acliievements
and Outlooks
By: Ing. Gonzalo Rivera D.* Objective
The purpose of this presentation is to present to our distinguished visitors from the United States and Canada, and also the Mexican assembly, the general conditions of the Mexican railways. Also, what has been done in the recent years to improve it and the actions that must begin on a short and medium term as to achieve maximum results in these procedures.
History
The Mexican Railway Network consists of 24,590 km. of operating tracks of which 20, 110 km. are main lines and 4,480 km. are secondary lines. It is considered that 14,970 km. constitute the basic and strategic network that transports 90% of the commercial cargo, and links the principal regions of the country.
Eight five percent of the network was constructed between the years of 1873-1910 through the concession of more than 20 different companies that employed different specifications, only sharing the criterion of minimum cost of construction. In this way, 45% of the original tracks were narrow with crossties of 914 mm., and 55% of the tracks were built with crossties of 1,435 mm. All the previous mentioned was achieved with the difficult topography of the Mexican territory. This favored the fact that the greater part of the lines resulted in quite pronounced profiles, being that sections in mountain areas had curves up to 14° metrics, and slopes that in some cases surpassed 4%.
In reference to bridges and other works, the Mexican Railway Network has 10,400 bridges, 23,950 sewages and 302 tunnels. Before 1910 there were already 8,000 functioning bridges and 18,000 sewages with extremely heterogeneous characteristics and capacity that depended firstly on the type of track they were situated on, narrow or wide, and also upon the variety of critera and construction specifications that were established by the concession company. The tracks and con- structed structures of the final decades of the last century, and the first decade of this century, satisfied in general the operating conditions of the times. But with the passing years needs increased, principally axle loads, the operatives were pressed needing to correct the most urgent requirements to permit the traffic of trains.
In the post-periods of the Armed Revolution of 1910 till the 70's, due to the continued lack of resources, the required attention to the railways was not given. The rehabilitation works having to be chosen in a selective way without covering the needs gave way to rapid deterioration that conse- quently affected the operatives. In fact, for many decades the government of Mexico gave priority to the development of the highway network and designated almost all resources to the system of road transportation leaving the railway system almost forgotten. It was not until 1977 when the need was felt to have an efficient railway system that the government began to support this system of trans- portation designating greater resourses than before. Our present government, with its policy for modernization, has wanted the railways in Mexico to be a priority enterprise in the national context, and to occupy the place they deserve in the ground transportation system. Because of this policy, the railways have maintained a vigorous effort through the last 6 years, even with the difficult economic situation the country has felt. As a very important chapter in the modernization, in 1987 an admin- istrative reorganization was effected, integrating former Railway Enterprises. Ferrocaril Del Paci- fico, Chihuahua-Pacifico Sonora Baja California and Nacionales de Mexico into one. Ferrocarriles Nacionales de Mexico (National Railways of Mexico), that was divided into 5 regions: Pacific, central offices in Guadalajara: north, central offices in Chihuahua; northeast, central offices in Monterrey; center, headquarters in Queretaro; and southeast, central offices in Veracruz.
Line ClassiHcation
Considering the density of traffic and the operative speed of the trains, we have defined the
•Financial and Technical Coordinator. National Railways of Mexico
442
Paper by Ing. Gonzalo Rivera D.
443
Regions of the Mexican Railway Network
importance of different railway lines in our system, classifying them into 6 groups. To this end we have adopted the same critera as the Canadian National Railways, determining the importance of the line by the empirical formula:
I = T X (1.01)^
"I" is the index of importance, and it defines the hierarchy of the line in the system.
"T" is gross annual tonnage that is hauled over the line, and is expressed in millions of tons.
"v" is the highest speed on a train route in km/hr.
In this way our railway system is composed of the following categories:
Line Classification A B C D E F
65 or Higher
40-64.9
20-39.9
10-19.9
3.5-9.9
0-3.4
Length of Main Line 246 KM. 1,384 KM. 4,980 KM. 2,745 KM. 5.150 KM. 5,605 KM.
Dejjending upon the category, a .series of parameters have been established for the structure and characteristics of the tracks that must be followed in construction, reconstruction and maintenance, to withstand the demands of the type of line classified. The most important parameters are: align- ment, gage, crosslevel and the physical conditions of the elements of the track.
The most important lines are: the new line Queretaro-Mexico with classification "A". Then,
444 Bulletin 718 — American Railway Engineering Association
followed in order of importance with a "B" classification, the sections Mexico-Queretaro (new line), Queretaro-Guadalajara and Mexico-Saltillo. Next, are the "C" classification lines Irapuato-Ciudad Juarez-Guadalajarasan Bias, Guadalajara-Manzanillo, Mexico- Veracruz (via Jalapa), Saltillo-Nuevo Laredo, Monterrey-Torreon, Saltillo-Piedras Negras and Tierra Blanca-Medias Aguas, Vera Cruz. Classification "D" has 31 sections, among them: Monterrey-Matamoros, San Luis Potosi-Tampico and Mexico-Cordoba-Tierra Blanca; under the "E" classification there are 32 sections, and finally 86 sections of the "F" classification which includes all branches and lines with very low traffic.
Our railway network consists principally of lines directed to marine ports or toward border points, connecting to the north with important railways in the United States and to the south with the railways of Guatemala. The very particular configuration of our railway system now affords us a great opportunity for exportation. The railway terminals in the north are: Matamoros, which connects with the Union Pacific in Brownsville, TX.; Nuevo Laredo with the Union Pacific and the Texas Mexican in Laredo, TX.; Piedras Negras, in Eagle Pass, TX. with the Southern Pacific; Ojinaga in Presidio, TX. with the Santa Fe; Ciudad Juarez in El Paso TX. with the Santa Fe and Southern Pacific; Agua Prieta in Douglas and Naco; Sonora in Naco, AZ. with the Southern Pacific; Nogales Sonora in Nogales, AZ. with the Southern Pacific; Mexicali in Calexico, CA. with the Southern Pacific; Tecate and Tijuana with the San Diego and Imperial Valley Railroad; on the southern border it is the city of Hidalgo, Chiapas that connects with the railways of Guatemala in Tecun Uman.
There is a magnificent relationship with the our neighboring railway companies. This was proved once again on the 17th of last September by the action of Hurricane Gilbert. The most important line in the country, Mexico — Nuevo Laredo, suffered great damages to the north and south of Monterrey. Fortunately, thanks to the emergency program that was followed, traffic was reestablished quickly in a period of 9 days. The valuable help by our neighbouring railways was put to good use by way of Nuevo Laredo in sending ballast and wood. We are deeply grateful for this assistance. The damages to other lines that meet in Montertey were also overcome.
Characteristics of Present Day Mexican Tracks
Of the 20,1 10 km. of track, only 90 km. are narrow gage and practically the entire network, or 99.5% of the tracks, is of standard gage. All our railways are single line, with the exception of the 245 km section Mexico — Queretaro, and other short sections of the Mexico — Cordoba — Veracruz route that are double track. Sixty one percent of the total length of the tracks have curves between 0° and 3° metric degrees. Thia curvature corresponds to chords of 20 meters or 65' 5". Twenty three percent of the tracks have curves between 3° and 6° and 10% between 6° and 9°. The other 6% have more than 9° of curvature, and in some cases up to 14° which makes for difficult operations. Fifty nine percent of the tracks have slopes between 0 and 1%. Thirty three percent have slopes of 1 to 2%, and 8% are made up of sections of more than 2% to 3.8%. In the last two decades some new connections have been built to rectify old tracks, diminishing the curvature and slope. But, these have not been enough with 710 km. being the required length needed of new track lines, so that in the lines of higher category than "F", there will be no curvature more than 10° and slopes of more than 2.5%.
The base of the track for approximately 200 km., which represents almost 1% of the total length of the network, requires geotechnical treatments to improve the conditions for cargo capacity and stability.
Eighty seven percent of the tracks have ballast of ground stone and 13% are slag. To date, the lack of ballast is approximately 9,500,000 cubic meters, which is required to bring the tracks up to standard. Since the year 1958, concrete crossties were beginning to be used with the installation of a French design, two-block reinforced concrete crosstie. In 1967, the use of a German design monoblock crosstie was adopted. At the present moment, there are installed in operating tracks 9,650,000 concrete crossties, of which 7,820.000 crossties are monolithic and 1,830.000 are two- block crossties. The remaining ties in the main lines (28,600,(XX)) are wooden crossties.
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The caliber of the rails which the main tracks are made with go from 136 pounds/yard to 50 pounds/yard. The predominant rail on the lines classified A, B and C is of 1 15 pounds/yard or 1 12.3 pounds/yard, of which 9,165 km. of tracks are built. With rail of 100 pounds/yard, we have 5,550 km. of tracks, and with rail of 90 pounds/yard there exists 1,126 km. The remaining 4,253 km. of main tracks are built with inferior calibers.
At the present there is welded rail on 8,872 km., of which 6,375 km. are on concrete crossties and 2,497 km. are on wooden crossties. The remaining 1 1 ,238 km. of mainline track are of standard track on wood crossties with spikes and bar joints. The fastener that has been adopted in the elastic track sections is of a French type. Recently, we have been using a Mexican designed clip for curves, and being installed more than a year ago, has given good results. This fastener was used for the first time in test segments in the Guadalajara — Manzanillo line of km. 322 and 462.
In reference to bridges, 58% are of adequate capacity to withstand without restriction the heavy traffic operations. Forty two percent are of less capacity than E-60, which imposes restrictions for the handling of trains with heavy locomotives of 3,000 hp or 3,600 hp, and in cars of 100 tons or more.
Recent Achievements
Under the present government, the investment in railway lines has been more important than in past decades and particularly in the years 1986, 1987 and 1988. The effort that has been done in the area of tracks has been intense because a great demand of traffic must be satisfied. Being installed into operations are 15 new unit trains, 10 express trains for cargo called The Star Service and 12 new services of passenger trains between the principal cities of the country.
During this period of 1986-1988, 1,850 km. of track have been reconstructed in the sections classified B and C. In this reconstruction 2,300,000 concrete crossties have been used, 3,650 km of 1 15 pounds/yard and 40 km. of 136 pound/yard rail, and also 3,300,000 cubic meters of ballast. The renovation methods for tracks that have been used are semi-mechanized, and have as a primary source the machinery acquired in recent years being track cranes, crosstie replacers, tool and ma- chines, plus Mexican manual labor. With this, some fronts have been able to produce up to 80 km of track per year, with the maximum produced in a day being of 1,046 m. The renovation program of tracks with new rail for this year was achieved with 21 work fronts, and there has been a completion of 480 km., or in other words, 80% of the total program. Seventy five percent of the works are done directly by the Mexican railways and 25% are done by contracted companies.
In the last 3 years, 710 km. of tracks of E and F classification have been rehabilitated, using reclaimed rail of 100 pounds/yard or of greater caliber. This rail came from the renovation of the principal lines, and using new wood crossties and traditional fasteners, substantially improved the quality index of these tracks, especially in the caliber of rail.
In 1987, 210 km of track were widened so as to almost finish the unification of our gage on the tracks. Now, only 90 km. of the branch to Teziutlan are of narrow gage track and is under study for a new section.
The total length of rehabilitated track during 1986-1988 is of 2,220 km., highest of all past periods. The maintenance works have also been intensified due to the urgency to withstand ade- quately the new services. A total of 4.800,000 wooden crossties have been replaced, which includes those in the rehabilitation program.
To increase productivity, and searching to progressively mechanize maintenance work and re- habilitation of the track, in 1986-1987 80 large track machines were purchased. These included a ballast cleaner, 3 mobile welding plants, 20 tampers, and other machinery along with lesser equip- ment. With the use of machinery, in the last 3 years, 12,200 km. of track have been aligned and leveled, giving preference to lines with tracks of concrete crossties and other typ)es of track under the classification A, B, C, and D.
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In early periods, the inspection of the rails in the tracks through electronic methods have been limited due to the lack of economic resources. In the last 3 years 27,900 km. were tested, covering the basic and strategic lines with a Sperry detector car for internal defects in rails. This has contrib- uted greatly to the avoidance of accidents on the main lines and permits a control upon the fatigue of the rails, to better the renovation program in the tracks.
To be able to maintain traffic of trains upon the railway network has been a difficult job for many years due to the low capacities of the bridges. Because of this, the weight of cars was limited to 109.1 tons/car or 27.3 tons/axle for much of the Mexican lines. The most severe limitation of 80 tons was given for the Pacific Coastal Line from Ixtepec to the border with Guatemala, due to the E-30 capacity of a great number of bridges. Also, a program was begun for increasing the capacities of the bridges through reinforcements or substitutions on all lines. Up to now, more than 2,800 bridges have been replaced with those in small clearances mostly using box-type reinforced concrete spans of E-80 capacity, and those of long clearances with steel spans of E-72 capacity. More than 1,300 bridges have been reinforced, the most outstanding being metal trusses. This increased the necessary capacity required for the structures, and also changed the old appearance to a more modem one.
After the most urgent problems on routes were corrected, a program was instituted to follow up and upgrade routes, so that in 1988, the following lines were open to heavy traffic cars of 1 19 tons gross weight, and even to greater demands. The routes were Vera Cruz — Coatzacoalcos, Monter- rey— Matamoros, Piedras Negras — Ciudad Frontera, Ciudad Valles — Tampico, Saltillo — Monterrey, Coatzacoalcos — Salinas Cruz; the route Irapuato — Manzanillo is about to be finished and work is being done intensely to open up four more routes at the end of this year, and to have all lines classified A, B, and C without restrictions to heavy traffic.
The present administration has instituted a program to change the deteriorated image of the
Replacement span installed
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railway for a new and more dignified one. As a complement of the services to the users, a program is under way for renovation of the stations. Until now, 45 of the most important stations have been rehabilitated, as Queretaro, Irapuato, Uruapan — Toluca, Oaxaca, Monterrey, Nuevo Laredo, Saltillo, and Colima in the Guadalajara — Manzanillo route. In the process are more than 60, includ- ing the Guadalajara and Manzanillo stations.
At the end of the present year, the work on signalization with a CTC system for sections Irapuato — Guadalajara and San Luis Potosi — Benjamin Mendez will be completed. And this with the double track line signalization of Mexico — Queretaro — Irapuato will convert all these lines of A, B class into signalized routes.
Perspectives for the Coming Years
Even though advances in the area of rail lines have been important the last 3 years, the difference in earlier years maintenance make it necessary to intensify the rehabilitation of the tracks, so that in the next 6 year period, differences can be completely eliminated. Starting from 1995, the works in the lines will become of a normal cyclical character so that the most important job should be maintaining, and leaving for rehabilitation only those sections having reached their useful lives, which depends on the traffic and geometry of each.
For the next government, an ambitious program has been elaborated that renovates 7,212 km. of track with new rail and concrete crossties at a rate of 1 ,200 km. per year. Also, it has been proposed the rehabilitation of 3,060 km. of track with selected reclaimed rail and wooden crossties be of 510 km. per year. The total program contemplates rehabilitating 1,712 km. of track per year.
We are conscious of the magnitude of the program that imports 3.2 billion pesos ($1,400,000,000), and that implies the acquisition of 830,000 tons of rail, 11,815,000 concrete crossties, 7,742,000 wooden crossties, 17,890,000 cubic meters of ballast, plus the fasteners and accessories for the tracks. Without a doubt, one of the hardest tasks shall be the logistics, and within this, the supply of ballast. For this, more equipment for supply is needed, reducing journeys to quarry cities, and also improved coordination within the operations area.
The capacity of the railroad to renovate tracks with its own resources is 1 , 100 km. per year, plus 500 km. yearly with reclaimed rail. But, to ensure the fullfilment of the programs, it is necessary to increase the participation of outside contracting companies which must be given greater percentages of the jobs than to date. To complete the program of track renovation, the automation of some fronts has been proposed with the employment of 2 track renovation trains of the type used in European countries and the U.S.A.
In the aspect of bridges, it is important to increase the capacity of the 3,000 bridges of low capacity that still exist in the lines class A, B, C, and D, and to work upon the substitution and reinforcement of more than 5,000 small sewages on these lines.
To supply the fronts with welded rail, it is necessary to acquire a rail welding plant to help the 3 stationary plants that exist in Ciudad Frontera, San Luis Potosi and Tierra Blanca, and the other 4 mobile plants in use.
Proposed jobs for the tracks are to replace 5.700,000 wooden crossties, apply 6,700,000 cubic meters of ballast, and a minimum of 7,000 km. of track to be surfaced and lined with machinery each year. To such an end, the assistance of contracted companies have been solicited to complement the railway labors, because on a short term basis, the railway machinery will not be sufficient.
In reference to new tracks, it is necessary that the country increase its lines by 1 ,500 km. so that the operation can be more efficient, and potentially productive areas can be included. For instance, like the coast line of the Mexican Gulf, and projects that are in progress be finished, like the short route Guadalajara — Monterrey of which the Guadalajara — Aguascalientes portion is already being executed.
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It is also necessary to put into effect the relocation of lines to overcome slopes and curvatures, which will permit substantial improvement of the operations. There are 50 sections programmed, for a total of 1,200 km.
It is estimated that by the year 1994, the traffic on the network will increase 50%, for which there will be a need to construct double track lines in the heaviest sections like Irapuato — Guadalajara and Queretaro — Saltillo, totalling 1,200 km. of double tracks. It will be also necessary to finish the electrification in the double track Mexico — Queretaro line.
As a complementary measure to improve the operation and increase the traffic capacity on the lines, in the new governments program there has been included the signalization with a CTC system of 2,970 km. of the heaviest lines like Monterrey — Nuevo Laredo, Mexico — Cordoba — Coatzacoalcos and Guadalajara — Manzanillo.
Conclusion
The Mexican National Railways, in the present administration, has given the first important step towards the modernization that is required by the industrial development and demographic growth of the country.
The railway track is the basis of the railway operation, and because of this it is necessary that in the next 6 years the rehabilitation of the lines be achieved and the network completed. Then the operation can reach the excellence that is required so that the railways in Mexico will fulfill its corresponding function as the backbone of ground transportation.
We do not doubt that the next administration of the republic will give all its support to the development of railway transportation. It will be role of the next administration of the Mexican National Railway to put forward all its capacities and dedication to face the challenge of the achievement of great programs that will place the Mexican railways on level with the big railway enterprises of the U.S.A. and Canada.
FRA TRACK SAFETY RESEARCH
By: J. W. Walsh*
Introduction
During the past eight years, the Federal Railroad Administration has been conducting a very practical and effective Research and Development program directed toward improving the safety of railroad operations. As you all may know, the FRA Office of Safety has a strong program of safety regulation and enforcement on the railroads. In 1985, the Office of Research and Development was made part of the Office of Safety. Although some of the R.&D. work has been in the area of improved and rational safety regulations, much more has produced results that are of an advisory and informational nature. This work can be a direct safety benefit to the railroads that incorporate our findings into their standards and operations, and will directly benefit the public by reducing the risk of casualties from raikoad accidents.
The Office of Research and Development has also done its share to reduce the Federal budget deficit, greatly reducing its level of spending during the same eight years. The cooperation of individual raikoads, the Association of American Railroads, and particularly the individual members of the A.R.E.A., has been invaluable, not only in reducing the expenses of our research work through cost sharing on research projects, but in the technical knowledge brought to the work by the railroaders with whom we cooperate.
Our research work is divided generally into two categories: Equipment and Operating Practices Safety, including Hazardous Materials; and Track and Structures Safety. I would like to talk today about the work we are doing in the area of track safety research.
Track Lateral Stability
Buckled track causes some of the most serious train accidents, because it often occurs on well maintained, high speed track with heavy traffic levels, and the problem is difficult to predict. FRA and our sister agency, the Transportation Systems Center at Cambridge, Massachusetts, have been working for several years in cooperation with the A.R.E.A. to find a way to detect incipient track buckling, and to prevent its occurrence. We have been conducting tests at the Transportation Test Center in Pueblo, Colorado, and on several railroads to help us better understand this problem.
We realize that a practical method to accurately determine the stresses in rails and the lateral strength of the track would be a major breakthrough in the solution of this problem. We don't have a solution yet, but there are a couple of different concepts that might have some promise.
Vehicle-Track Systems
FRA is working closely with AAR in the Vehicle-Track Systems Program, the replacement for the former AAR/RPI Track-Train Dynamics Program. One of the valuable projects in this area is the study of vehicle-track interaction, with the objective of reducing the number of train accidents caused by the adverse response of certain cars to track geometry conditions. Another is the study of fatigue properties of car-building materials and components, to determine ways to prevent their premature or unsafe failure. This program has contributed much information on the stresses imposed on cars by the track in the actual operating environment.
Gage Restraint Measuring System
Ever since the Federal Track Safety Standards were first drawn up in 1971 , we have known that the section concerning crossties was subject to widely varying interpretation, depending largely on the experience of the inspector to determine the quality of a tie condition. To enable us to better measure and understand the safety margin of track from excessive gage widening under moving trains, we have worked with the Transportation Systems Center to develop a Gage Restraint Mea- suring System.
'Associate Administrator for Safety, Federal Railroad Administration
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The Gage Restraint Measuring System is a prototype device designed to measure the strength of track in holding its gage under lateral and vertical loads. The principal feature of the system is the "split axle." The whole system is commonly referred to as the "split axle car." The split axle is a common freight car wheelset with the axle separated at its center. The missing axle section is replaced with a sleeve containing two bearings so the two wheels can be pushed apart, or drawn together. The pressure is supplied by a set of hydraulic actuators, and the two wheels are instru- mented with strain gauges to continuously measure the lateral loads on both wheels. The loaded gage is measured by the distance between these wheels. The car is also equipped with a separate system to measure the unloaded gage.
The split axle wheelset is mounted in a more-or-less conventional three-piece freight car truck under a 100-ton open-top hopf)er car. When we operate it, we couple it to our T-6 instrumentation car, which supplies power to the system and carries the instrumentation and crew. The train is pulled by a locomotive at 15 miles per hour when testing, and at track speed when traveling. We replace the split-axle truck with a conventional truck when we ship the car or move it over a long distance.
The system places a combination of a controlled lateral load and a fixed vertical load on both rails, and then measures their relative lateral deflection. From this, we predict the eventual deflection under the most severe lateral load that the track is likely to see in actual service.
The original purpose of the system was to identify those locations which might cause a derailment from wide gage, and quantify those conditions more precisely than do the Federal Track Safety Standards. Essentially, we would be instituting a performance standard for the gage restraint property of the track. That purpose was and still is directly related to the safety function of the ERA. We believe that the GRMS would also be useful in characterizing the overall strength of longer track segments for track maintenance planning.
The system has been successfully operated on four major railroads, on track that was very strong and on some that was not. The reliability of the system has improved with each test. It is presently capable of surveying about 60 to 80 miles per day, depending on traffic levels and similar factors.
Track Degradation Study
Last winter we began a cooperative project with Conrail to try to quantify the actual rates of degradation of specific track geometry conditions. The objective is to develop information that will support the development of rational track inspection programs, and a method to accurately predict future problems, based on time histories of individual track locations.
The study is concentrating on six segments of Conrail track, each about 2000 feet long, that have displayed particular problems in the past. We survey these sites with Conrail' s own excellent track geometry car when it passes over them on its regular schedule. An ERA computer on board the car is connected to the regular instrumentation when the car is at a test site, and we read gage and crosslevel at three-inch intervals. The car's location within the test zone is determined precisely using an automatic location detector system so data from successive tests can be overlaid and compared. Conrail is providing us with information on maintenance work performed on the study segments so we can account for those particular changes.
We have already found some interesting phenomena that were not expected. Eor instance, at one location on a ten-degree curve laid with continuous welded rail, we found gage in June averaging two-tenths of an inch tighter than at the same location in the previous March. The March survey was conducted in cold weather, but the one in June was during the heat of the day. and we think now that the change in rail temperature was affecting the gage of the track. Upon investigating, we found the same differences from morning to late afternoon of the same day, in the same track, dependent on
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Split Axle Assembly
rail temperature. We have also found small but measurable differences in gage in curves at intervals corresponding to the spacing of the ties, and the existence of this phenomenon also appears to be related to the rail temperature.
Development of Track Geometry Indices
We are all aware that a serious threat of derailment is posed by the "rock-and-roll" problem, when a series of low joints causes a particular car to roll from side to side, lift a wheel, and possibly derail. We have worked with the people at Transportation Systems Center to develop a method to measure continuously along the track and predict the possibility of a rock-and-roll situation. The equipment to take the continuous measurements, and the mathematics to analyze them, are fairly complex.
It is not likely that most track maintenance personnel would have access to the equipment or be able to do the mathematical analysis in the field as part of their normal day's work, so we have developed a simplified measuring system that we call the "CLIM Bar;" "CLIM" standing for "Crosslevel Index, Modified." This little device is the size of a regular level board and has an electronic pendulum and a small computer chip. The actual crosslevel can be read directly from a digital display. The crosslevel index, or "CLIM," is summed automatically by the device over a series of joints, and can be read directly after eight crosslevel readings have been taken. It gives a good indication of the possibility of a rock-and-roll condition at any location on the track. The components of the "CLIM Bar" are not expensive, and we think that it will have a useful place among your tools once the final development is complete.
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CLIM Bar
Heavy Axle Load Program
The Association of American Railroads and FRA are conducting tests to determine the effect of 120-ton cars on the track, compared with 100-ton cars. This program, the Heavy Axle Load Program, is being run at the Facility for Accelerated Service Testing (FAST Track) at the Transportation Test Center near Pueblo, Colorado.
Until this year, the test trains at FAST consisted normally of 100-ton cars with 33-ton axle loads, but the Heavy Axle Load test train running now is made up of cars with 39-ton axle loads. We are looking at the effect of the heavier cars on rail life, and how that in turn is affected by lubrication. We are also evaluating the effect of the heavier loads on degradation of track geometry, ballast, turnouts, ties, fasteners, subgrade, and the track structure as a whole.
We are also conducting experiments on dynamic track buckling on FAST during this test, with particular emphasis on the effects of heavy axle loads on ballast consolidation and other factors affecting track lateral stability.
This test program began in June, 1988 and is scheduled for completion in December. 1989. when 160 million gross tons of 39-ton axle traffic will have been accumulated. This should allow com- pletion of all proposed experiments related to this test program. The test data will then be analyzed.
This program is jointly funded by FRA and AAR. Nearly all of the equipment and track material has been donated by several railroads and the railroad supply industry. Overall direction of the test is provided by a steering committee of representatives of the railroad industry, railroad suppliers, AAR, and the FRA.
Paper by J.W. Walsh 453
The nature of the interaction between track and trains, and the performance of the various components, is complex. However, the results of the FAST Heavy Axle Load Program should go a long way toward providing the answers to the performance of track and vehicle components under 39-ton axle loads.
Conclusion
The Research and Development programs of the FRA cannot live in a vacuum; we could not justify the expense of doing it all ourselves, and we could not operate without the advice and wealth of knowledge that you, the representatives of the railroad industry, provide. Your cooperation is essential; we welcome it. and we appreciate it very much.
Reconstruction of Bridge Near KIVI 127 on Mainline from Coatzacoalcos to Salina Cruz
By: Ing. Eduardo Ramirez C*
Introduction
Techniques, especially in this century, have gone through such impressive changes that human beings seem to have lost the capacity for amazement. The present work is located in the present and looks toward the future. What is today a reality, tomorrow will be a pleasant memory that left the basis for development.
The setting of 3 thru-spans through the isthmus zone, show that even when living today during a time of accelerated changes, there still exist some needs, but this has not surpressed the human will in its constant struggle to excel.
Preface
Among the branch lines of the National Railways of Mexico, this one stands out for strategic importance since it crosses from the Gulf of Mexico to the Pacific Ocean through the Sierra Madre of Oaxaca. This line originates in the vigorous port of Coatzacoalcos in the estate of Veracruz, site of the most important petroleum complexes of the Mexican Republic. It terminates in Salina Cruz, another port in the estate of Oaxaca that also stands out for its importance in petroleum and fishery. This narrow portion of land is known as the Isthmus of Tehuantepec.
This line is designated under the code name "Z" and runs along 303 km. It ascends from sea level up to 300 meters at its highest point and proceeds again to sea level. The geometric line includes maximum curvature of 12 degrees and slopes of 2.24% in very short stretches. The present admin- istration, firm in its intention to modernize the national railway system, has backed up the intensive rehabilitation work in the infra-structure, as in the equipment and services that it furnishes.
Facts
In the rehabilitation of the infrastructure, the "Z" line of course stands out because in a relatively short period of time it has modified its image in relationship to bridges and sewages. Of the 273 existing bridges and 622 sewages, in the last 3 years 120 works have been rehabilitated. This leaves of a balance of 841 works to Cooper E-72 capacity, 54 works yet to be rehabilitated.
Within the rehabilitation of bridges and sewages, two activities can be differentiated:
1 ) the rehabilitation proper of bridges that require a minimum of intervention to upgrade to a Cooper E-72 capacity, even when its structure is of a provisional character, and
2) to rehabilitate those bridges that require immediate attention of being upgraded, in which case there are prefabricated structures that are being substituted for the existing ones to achieve this objective. The setting of the spans that we are involved with now on this section, are within this second group of activities.
Due to the fact that all of the isthmus zone of Tehuantepec, especially from the outfluent of the Gulf of Mexico, is highly corrosive because of the influence of the petroleum complexes in Coatza- coalcos and the chemical industries close to the port, the metal structures of railways in this zone suffer accelerated deterioration. Because of this, the rate of maintenance has not been able to keep up to their deterioration, so that at the present. 60% of the metal structures are being replaced and 40% have already been reinforced.
The Jaltepec River runs along the side of the bridge at Z- 127 + 61 km. and is an effluent from the river Coatzacoalcos and empties into a port of the same name. It collects the waters of the outfluent of the Gulf of the Sierta Madre of Oaxaca along with the rivers Sarabia and El Chachilapa, passes through the town of Jesus Carranza, Veracruz, the limit between the states of Veracruz and
*Assislanl Commissioner Bridge Section. National Railways of Mexico
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Oaxaca, contributing numerous benefits to the regions agriculture and livestock aside from its rich fishing productiveness.
The bridge located at Z-127 + 61 km. is called "El Rompido". This is probably because more than 40 years ago the river Jaltepec, broke at this point its right margin where the railway track was located. Since then, simple concrete cylinders were installed, over which 4 riveted thru-truss "pony" type spans of 88' length each were placed.
This old structure was able to accept loads equivalent to Cooper E-50, and its physical state demanded priority attention. The "El Rompido" bridge is located is located on a right curve of 5° with an elevation of 4". Because of this bridge's location and characteristics, the preparation and it's replacement were of special interest.
Preparations
Due to the geometric conditions of the bridge's tracks, its location next to the river, and the possible season in which to do this job, it was determined that the following steps would be followed: place the new structure on the dry side of the river upon a false setting, lift out the old truss, laterally shift the new span underneath and then place the old structure on the false setting. The preliminaries for the project were begun in the month of May, 1988 and consisted overall of the following:
1) Construction of false settings to receive the 3 new spans. These false settings, because they must remain from the beginning until the setting has taken place, were constructed on a base of wooden crossties, not impregnated, and were set on the left side of the bridge to avoid any growth of the river that may provoke settlement.
2) Setting up the 3 metal thru-spans upon the false settings. The 3 structures were left 100% riveted, using hot rivets.
3) Putting in place new wood for the ties covering the 3 spans, needing a total of 210 pieces of impregnated pine wood of 10" by 10" by 10".
4) Placing the metallic brackets upon the outer side of the new spans, to permit lateral shifting using lifting-jacks.
5) Eliminating the anchors of the old trusses to be able to move freely during the rest of the resetting.
6) Placing rails of bearing under the new spans so that they serve as a "path" at the time of lateral shifting.
7) Preparing rails of the adequate length for mounting and cutting of track, so that the cranes can come up to the edge of each side of the bridge.
8) Other preliminaries in materials, tools and equipment.
The setting of the spans was programmed estimating a rate of one per day, to bo done from August 17-19. (Note: Only 3 of 4 spans were programmed) The time before the settings was not gcxxl because of intensive rains that provoked the overflowing of neighboring rivers, endangering the false settings and the project itself because of the difficulties of working in the rain and the handling of the spans being 4 meters in height.
Development
The sun raised to a clear day on the 17th of August and the gangs of riveters, bridgcrs and the one of tracks prepared the last details of the setting by: lubricating the rails for lateral displacement; putting "Tirfors" (a French design pulling tool) in strategic locations to be able to pull the spans, and preparation of the bridge approaches for the cranes, to eliminate over-elevation.
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Old truss span is lifted for sliding of new thru girder span.
At 8 in the morning, formal setting was begun of the first span. Located on the edges of the old truss No. 1 were great cranes of 35 tons of capacity to elevate the 40 ton span No. 1.
First, track was unnailed on No. I's span to remove the long rails and to connect the sections of rail previously prepared for providing for the close proximity of the cranes. Next, all the rail on No. 1 was unnailed, the material of the track was piled up outside of the exchange site and removal of the cross-ties was begun which lasted until 9 hr 35 min.
One of the important problems that had to be solved was to eliminate the over-elevation of the curvature affecting the cranes. Forced by the method of setting, the cranes would unavoidably turn toward the left side of the bridge to place the No. 1 truss upon the false setting once the new span was in place. Two possibilities existed: One, to eliminate over-elevation of the whole bridge by placing blocks to prop up the trusses and installing an order for precaution at least two days before and two days after the setting so that trains reduced their velocity upon passing through the bridge. The other possibility, the one used, was to install wooden jackets exclusively where the cranes would be blocked at each point of span lifting, which could be done in a very short time without affecting train traffic.
After the I hr 35 min. used to dismount the track on truss No. 1 , the over-elevation was removed from the south approach of the bridge, and also from truss No. 2. Then, the cables of the cranes were held upon each end of the truss to be in a position to lift it. At the same time, the correct blocking of the cranes was done, especially the one on truss No. 2, for it was not easy to find enough space for the blocking. The track itself was propped up from the concrete cap, and for this part the track gave support to the blocks that secured the crane.
Paper by Ing. Eduardo Ramirez C. 457
There was no other protection for truss No. 2, even though it had to support the weight of the crane (105 tons) and Vi of truss No. 1 (20 tons). But, because the load was static, there was no impact effect.
Once the cranes and cables were secured for the lifting, the elevating of the old truss to a height of at least 95" that would allow the passage underneath of the new span was begun. Two hours later, the lateral shifting of the new span was ready to begin. At 11 hrs. 30 min. the shifting towards the right was begun using 3 ton "Tirfors" and 4 step jacks of 15 tons each. The 50 ton pressure camera jacks, which had been planned to be used, were not because of problems with the compressor. In this way, after one hour the new span was shifted 17'. The new span weighed 50 tons plus 6 more from the weight of the wood already in place, so that 56 tons were shifted laterally. Because of the tools used, the expertise of the bridge crew and the generous amounts of lubricant used to reduce friction, the sliding of the new span into position went very smoothly.
Until that moment, the cranes were anchored to the tumbuckles of the cabin to avoid the risk of unintentional rotations. At 12 hrs. 40 min. the anchors were removed to permit the rotation toward the left side of the bridge and put the old truss onto the false setting.
After another hour, truss No. 1 was completely resting on the base of the false setting. The cables were removed from it and were placed on the new span to lift it to remove the rails that were used as guides for the lateral shifting. After this, the inverse procedure was followed: unblocking the cranes, removing props to leave the original over-elevation, placing the tie plates and setting the rails.
Because of the intense heat registered that day, there were difficulties in the setting and aligning of the rail curvature, a problem that was solved at 16 hrs. In 8 hours of work, and with difficulties encountered, we were able to resecure traffic on this span and the bridge for the regular passage of trains.
Comparatives
In the setting of span No. 2 the next day, there were some advantages that improved the operation and reduced the setting time. The advantages were;
1) The personnels previous day experience which lead to better team work.
2) The compressor was in working condition to feed the two 50 ton pressure camera jacks, enough to act upon the brackets placed on the edges of the span for the lateral shifting. The jacks were backed up by the "Tirfors" on the other side.
The most outstanding disadvantage was that this time both cranes had to be blocked. On the day before only one of them had been, for the other crane was upon firm ground.
Work on the 18th was begun at 8 hrs. 0 min. The passenger train having passed, the time used to cover the day's work was the following:
1) Dismantling the track over truss No. 2, including the elimination of the over-elevation for both cranes over the bridge. (2 hrs., 30 min.)
2) Blocking the cranes, grasping truss No. 2 and its lifting. (1 hr. 30 min.)
3) Lateral shifting towards the right of the second metallic thru-span, until located in its proper site. (55 min.)
4) Lateral freeing of the cranes and lowering of the removed truss until perfectly supported by the base of the false setting. (20 min.)
5) Unblocking the cranes, removal of blocks to leave original over-elevation of the track in place, placing tie plates and setting rail. (1 hr. 35 min.)
Train traffic was renewed at 14 hrs. 50 min.
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Thru girder span is jacked into position from false settings.
The 19th of August, just like the other days, began with a clear sky, without threats to the days work. This time, passage for two passenger trains was allowed before interrupting traffic for setting procedures, so that work was begun at 8 hrs., 50 min.
This time, the decisive factor for success was the personal motivation of the workers: on one hand only one third of the work was left to be done, and on the other, the 19th of August was a Friday, only a day away from their weekend rest. So the time employed for this last part of the setting was the following:
1) Dismantlement of the track on truss No. 3, including the elimination of the over-elevation for both cranes over the bridge. (50 min.)
2) Blocking the cranes, grasping truss No. 3 and its lifting. (1 hr. 10 min.)
3) Lateral shifting towards the right of the third metallic thru-span until located in its proper site. (35 min.)
4) Lateral freeing of the cranes and lowering of the removed truss until perfectly supported upon the false setting. (15 min.)
Paper by Ing. Eduardo Ramirez C. 459
5) Unblocking the cranes, removal of blocks to leave original over-elevation of the track, setting tie plates and placing rail. (2 hrs. 10 min.)
Trains were allowed passage again at 13 hrs. 50 min.
Supplementary
For this job, 55 specialized workers were required in riveting, bridge and track work. The new spans that were set were given a base for epoxy resin, having been first cleansed completely of residues of dirt and surface rust.
It is expected that with the new impulse that has been started by the modernization of the Mexican railway system to keep in optimum condition not only this bridge but all of the "Z" line, who as a silent witness, has seen the passing of the hundreds of millions of tons of products that have benefited Mexicans and foreigners alike.
Conclusion
At the end of the 20th century, the Mexican railway is preparing itself to receive the 21st century, with a new, renovated and worthy image before the world. The jobs, like the one described today, will be modernized and human and economical resources will be improved. Human beings are capable of adapting to the new needs of the times, and are avid to give their best effort to the progress of all humanity. It rests upon all of us who have witnessed this example today, to give the best of our capacities to the achievement of a better tomorrow.
Ventilation System for IVIount MacDonald Tunnel
By: S. S. Levy*
Good morning ladies and gentlemen. Before we look at the ventilation system designed for Mount MacDonald Tunnel, I would like to first present some background on the general subject of ventilation fordiesel rail operation through tunnels. We'll look at the basic requirements a ventilation system must satisfy, the manner in which ventilation is created, the variables which impact it, and some of the analytical techniques used in its evaluation. From there, we'll shift to Mount MacDonald Tunnel. We'll look at the major components of the system, how the system would op)erate when serving a heavy laden westbound coal train. We'll then look at the major components of the system in more detail.
The primary functions of a ventilation system servicing diesel operation in relatively long tunnels are twofold: 1 ) to provide a sufficient air flow relative to a moving train to prevent its locomotives from overheating; and 2) to remove the residual smoke and diesel pollutants emitted by a train so that the succeeding train can be exposed to a relatively clean environment. In addition, the ventilation system should be capable of controlling the direction of smoke movement during serious emergencies involving smoke and fire. Furthermore, the system must be able to provide sufficient ventilation for tunnel maintenance.
When a train is moving through a tunnel, ventilating air required for locomotive cooling is generated by the "piston effect" of the train. The velocity of the air ahead of the train is in the direction of train movement, but at a speed which is less than the speed of the train. The air flow generated relative to the train is equal to the difference between these speeds multiplied by the tunnel cross-sectional area. The steady-state speed of the air ahead of the train is primarily a function of the train and tunnel cross-sectional areas, and the length, skin friction coefficient, and speed of the train.
To increase the ventilation rate relative to a moving train, most of the long tunnels in the western hemisphere employ a tunnel door and a fan system at one end of the tunnel. Ventilating air for locomotive cooling is generated by the piston effect of the train moving toward or away from the closed portal door. The air flow rate generated relative to the train in this case is equal to the product of the speed of the train and the tunnel cross-sectional area. This effect often permits a sufficient flow of air past the train for "self-cooling". Under certain conditions when the train piston effect cannot provide the required air flow, a fan is operated to supplement the piston effect. This mode of fan operation is commonly referred to as "cooling". The air flow rate relative to the train in this case is equal to the product of the train speed and tunnel cross-sectional area, plus the fan air flow rate.
When the train leaves the tunnel, the tunnel door is closed and the tunnel is purged by having the fans either supply or exhaust air from one end of the tunnel to the other. The tunnel is cleansed by displacing the polluted air with fresh outside air. Approximately 1.25 air changes are required to clean the tunnel. The operating time of the fans to purge the tunnel in this manner is referred to as the "purge time."
To determine the supplemental air flow and pressure a fan must deliver in cooling to prevent the locomotives of a designated design train from overheating. Parsons Brinckerhoff has developed a number of computer programs.
One of these programs is used to predict train speed and pressure drop over the length of the tunnel as a function of available tractive effect, mechanical and grade resistance, and the air drag on the train.
Figure 1 shows the relationship among train speed, supplemental ventilation, and the required fan delivery pressure to the tunnel. The results are for a 6700 foot-long, 15K trailing ton coal train powered by either 5 or 6 HMD SD40-2 units in Mount MacDonald Tunnel. The results show the effect on train speed of added train drag due to increased supplemental flow. As can be seen, the law of diminishing returns comes into play as more and more supplemental flow is introduced into the
•Parsons Brinckerhoff Quadc & Douglas. Inc.
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Figure 1.
tunnel causing the train to slow down. It should be noted that more than two-thirds of the air flow relative to the train is generated by train piston action.
With train speed, locomotive heat release and the supplemental air flow delivered to the tunnel as input, a second computer program is used to compute the steady-state temperature of the air surrounding, both vertically and longitudinally, a series of successive locomotives to determine the inlet air temperature to the locomotive radiators. This variable determines whether overheating of the locomotive will occur. By varying the amount of supplemental air delivered to the tunnel and evaluating the resulting radiator inlet air temperatures, the air flow required to be delivered by a fan is determined.
Another parameter which is critical in the evaluation of locomotive cooling requirements is the wall surface temperature, since it controls the temperature of the air approaching the train for the majority of time the train is in the tunnel. For the design coal trains for Mount MacDonald Tunnel, which have a remote consist, this parameter is also used in the prediction of the drop in tunnel air temperature as it moves from the head end to the remote consist. The wall surface temperature analysis was carried out for the MacDonald Tunnel using .specially modified versions of the Subway Environmental Simulation program, also developed by Parsons Brinckcrhoff. The wall surface temperature profile is obtained by superimposing the independent solutions for each of the three
462 Bulletin 718 — American Railway Engineering Association
components comprising the ambient air temperature, i.e., the daily variation, the annual variation, and the annual average.
Now that we know a little more about ventilation, let's look at the system designed for Mount MacDonald Tunnel.
The site of the new tunnel is the Rogers Pass area of Glacier National Park, British Columbia. At the present time, CP Rail's main line operates through the park via the 5-mile Connaught Tunnel, a 0.95% grade single-track tunnel serving bi-directional traffic. However, the westbound approach grades to this tunnel are on the order of 2.2%, and require the use of locomotive pushers to move heavy laden coal and freight trains through this portion of the park. This procedure is costly and time consuming. With increased traffic forecasted for the mainline, the tunnel and its approach grades would become a bottleneck. Consequently, CP Rail decided to build a second tunnel. Westbound traffic will run through the new 9-mile-long, 0.7% grade MacDonald Tunnel. Eastbound traffic will run through the existing tunnel. The new tunnel is also part of the railroad's over-all grade reduction program. At its completion, trains will be able to run from Calgary to Vancouver over grades not higher than 1.0% and this, in turn, will reduce the required hauling capacity to approximately 1.0 horsepower per trailing ton, considerably less than is currently required.
Due to the projection of traffic through the new tunnel, the railroad established a maximum time interval between trains passing through the tunnel of no more than 40 to 45 minutes. Due to the tunnel's length and the speed of the design trains, the standard portal-to-portal ventilation concept could not be applied without restricting the frequency of traffic. Accordingly, a unique system had to be developed to meet the railway's traffic operating requirement.
The tunnel overburden permitted the location of an economically feasible ventilation shaft near the mid-point of the tunnel. The opportunity to use mid-tunnel ventilation provided the solution to ventilating such a long tunnel without unduly delaying entering trains.
The schematic (Figure 2) features the major components of the vent system which includes a tunnel gate system at the east portal, a tunnel gate system at the mid-tunnel, a 1200-foot-deep, 28-foot diameter vent shaft which is partitioned and connects to the tunnel on opposite sides of the mid-tunnel gate, a series of dampers, and a system of five fans. One fan is housed in a vent building at the east portal and the remaining four fans are housed in a vent building atop the shaft. The combination of the partitioned shaft and the mid-tunnel gate serve to divide the tunnel into two segments, east and west, each having its own ventilation system. The system will purge one-half of the tunnel while a train is passing through the other half.
Figure 3 illustrates how the system would be operated to serve a train requiring supplemental cooling.
As a train enters the east portal, the mid-tunnel gate is closed, the intake dampers at the top of the shaft serving the east tunnel are closed and one of the two fans serving the east tunnel are operated in cooling.
When the rear of the train enters the east portal, the east portal gate is closed, the fan at the top of the shaft is put into idle (which is a non-delivery mode), the by-pass dampers at the top of the shaft are opened, and the fan at the east portal is operated in exhaust.
As the train nears the mid-tunnel area, the mid-tunnel gate is opened and the intake dampers at the top of the shaft are sequentially closed. During this period, the source of air for the fan at the east portal transitions from the top of the shaft to the west portal, thus providing continuous cooling as the train moves from the east to the west segment of the tunnel.
When the rear of the train passes the mid-tunnel gate, the gate is closed behind it. the fan at the east portal is set to idle, the east portal gate is opened, and the fans at the top of the shaft for the east portion of the tunnel are operated in parallel for 15 minutes to purge the east segment. While this is
Paper by S. S. Levy
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Schematic Profile
Cheops Mountain Ttans Canada Highway
Mount iMacDonaid
^ntilaUon
+0.70%
West TUnnei 6.066m I [Gate East TUnnei 8,478 m Gatel
213 m sg/mf '^^Midtunnei Fadiities 179 m r~n
268m C&C 14,174m Rock TUnnei-^ 68m CAC^l
, 14,723 m Between Portais^^ I
C&C: Cut-and-Cover
^- sg/mf: Soft ground and
mixed face tunnel
Figure 2. Profile of Mount MacDonald Tunnel
occurring, either of the two fans at the top of the shaft for the west portion of the tunnel are operated in cooling to provide supplemental ventilation while the train is in the west segment. Air is exhausted from the west portal across the train and up the shaft.
When the rear of this train leaves the tunnel, the two fans for the west portion of the tunnel are operated in parallel for 13 minutes to purge the west segment. Once the purge cycle in the east tunnel has ended, a train can now enter the east portal while purge of the west continues.
Now let's take a look at the major components of the system in more detail.
Each tunnel gate system contains two vertical-lift, independently operating gates. However, only one gate is operational at any given time. The inoperable or standby gate is de-energized and held in its up position by the force of its counterweights. The gates are of steel construction except for its center wooden frangible panel which is designed to break away when hit by a train. Each gate is powered through a 5 hp motor/clutch/reducer arrangement located high above the gates. Upon loss of power, the counterweight system is designed to fully open a gate within 15 seconds. When a train passes under a gate, the gates are de-energized and held open by their counterweights. During this period, the gates are maintained de-energized through independent relays controlled by adjacent track circuits, the CTC, and the ventilation system control system.
The prime movers of the vent system are five identical vane-axial, controllable pitch in motion, fans fabricated by Flakt. The fan is single stage, has a wheel diameter of approximately 9.5 feet, and is powered by a nominal 2250 hp, 1200 RPM .squirrel-cage induction motor. The motor, floating shaft, and fan shaft are all outside the air stream. A unique feature of this fan is its anti-stall ring which prevents the fan from going into surge. Surge is a dangerous operating condition and occurs when the fan is operating in the unstable portion of its characteristic curve. The anti-stall ring eliminates this portion of this curve.
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Mogers t'ass Ventilation System
.COOUIO F»N IjU E QATt OPEN
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Figure 3.
During peak traffic periods, the fans are required to cycle (cooling off, purge-off, cooling-purge). Because the size of the fan motors preclude frequent starting, the motors will run continuously during these periods. The fan flow is varied by changing the pitch angle of the fan blades through a hydraulic blade pitch control mechanism. This system also includes a programmable controller which allows specific blade angles to be pre-set, such as the idle position where the blades are in the closed position and no air is delivered, and allows the rate at which the fan blades are opened and closed to be varied in order to minimize air hammer.
Each fan is equipped with an isolation damper. The damper is 14 x 14 feet. The blades are made of stainless steel. The damper is hydraulically controlled. The damper actuator includes a spring return mechanism which automatically closes the damper upon loss of power.
The vent system is controlled through a computer-based central control system. The system was designed to operate fully- automatically with only minimum dispatcher interface. For a train ap- proaching the tunnel, the dispatcher need only enter one of the sixteen available fully-automatic cooling modes. The system then executes the mode automatically through the monitoring of track circuits.
This concludes my presentation. If there are any questions on the system, I will be glad to answer them at the completion of this session.
1
Rail Profile Maintenance Programming
By: J. R. Janosky*
I think we all recognize that the 1980's have been a time of outstanding progress in many areas of railroad engineering. Now, we are preparing to enter the last decade of this century, when, it seems to me that we will see an even greater growth in both new engineering concepts, and in the application of engineering progress to the problems of rail. But, I think we must also face the sometimes uncomfortable fact that virtually nothing in our past experience will go unchallenged or unchanged. Rail maintenance concepts and procedures will be no exception.
When Vin Terrill came to this company three and a half years ago, we knew that things were going to be different. One of the most significant changes we are about to see will be reflected in the fundamental reason why we will grind the surface of rail in the future. If we are correct, this basic change in approach will require all of us to re-examine everything we know about rail grinding. We are convinced that in future rail maintenance grinding programs, the removal of rail surface defects will decline in importance to the degree that for many, it will represent as little as 10 percent of all grinding. In fact, defect removal will become a secondary effect of the primary application of our rail grinders. That application will be railroad profiling.
To make our case for that statement, let me review, for a moment, the reasons why we have spent the last thirty or more years grinding a part of our very expensive rails into steel dust along the right of way, and why we have invested so much effort and money in designing bigger and faster equipment to do it with. A wide variety of defects have plagued our rail over those past thirty years as speeds increased and loads went up. It began with primary and secondary batter at the ends of jointed rail, that could develop very quickly into extremely severe conditions. In the early days, until after World War Two, steam locomotives left engine bums that started a similar progression of additional defects. Diesel electrics with their automatic controls have improved but not eliminated the problem. In the sixties, heavier loads and traffic contributed to an epidemic of corrugations, partic- ularly on the field side of the low rail. These also remain a problem, but a preventable problem today. There has been a series of other defects that have been addressed by rail grinding. Flaking defects that can lead to shells at the gage comer of the rail must be removed, once started, or they progress from the micro crack stage to heavy shelling and eventually can result in detail fractures. These are the reasons that rail grinders have been put to work, because these defects can propagate and lead to greatly shortened rail life. But, notice that this approach is a matter of deciding to settle for contin- uously playing a "catch-up" game.
We allow the rail defects to get a head start and then grind away enough metal to remove them. We wait for fifteen or twenty million gross tons of traffic to start the growth process all over, and then we grind them away again. The rail defects lead and we follow. A by-product of this approach to defect management is a significant amount of metal is removed each time the rail is ground. Then, there is the matter of rail wear. Grinding has the proven ability to extend wear life. Early condem- nation of rail or early transposition because of wear can be a significant cost to the railroad. In recent times, we have used rail grinding more and more to relieve the gage comer of the high rail to prevent excessive gage comer wear, and we have ground the field side of the low rail to avoid stress-causing false flange contact. In doing this, we have actually taken a first and important step toward a new and more productive approach to rail grinding. We have used the rail grinder to prevent rail problems, even though in these cases the prevention usually came after the problem had already become serious. The important point here, is that this type of grinding recognized the fact that when wheel contact is allowed to take place anywhere but on the top of the railhead, trouble follows. Stresses are not delivered through the railhead, the web and base and into the track stmcture. These stresses cause both surface and sub-surface defects.
Looking at Photo 1 we can see a polarized view of wheel applied stress at the proper place on the railhead, where it follows the design path down into the track structure. In Photo 2, because of a wom
'Manager Customer Service, Spcno Rail Services Co.
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Bulletin 718 — American Railway Engineering Association
Photo 1
rail profile, the worn wheel makes a false flange contact. We can see the stress lines being contained within the field side of the railhead where fatigue damage and accelerated plastic flow will follow. In Photo 3 the same kind of problem results from flange throat contact in rail that has lost profile and allowed flange wear to take place. Properly profiled rail enhances the steering process and maintains wheel contact in the desired tread area. The result is minimal gage comer wear and the elimination of gage comer stresses that can produce micro-cracks, flaking and eventual shells. The significance of this kind of stress in causing shelling was only recently brought out by R. K. Steele, PhD Metallurgy, in his report on the progress of the AAR research into the causes and failure mechanisms of shelling. Some of you may have already seen the report. The reoccurrence of shelling has been demonstrated in this research, to literally stop when a proper grinding program is instituted. The grinding of the gage comer to relieve flange throat contact eliminates the stresses that cause the process.
All of this does not mean that we have been wrong in our approach to rail grinding application all these years. Far from it. Millions of dollars have been saved by defect and wear management, under the original application philosophy of grinding as the problems became more acute. The reality of the situation was, we had no other good option. For one thing, the equipment of the day was limited by the available control technology. These rail grinders, as early as the first units built after World War Two, had 96 motors. That was enough to develop some sophisticated pattems on the railhead, but the electrical, mechanical and hydraulic controls of the day limited progress in the selective application of the grinding pattems. The grinding angles had to be set manually, requiring considerable time to change while on track. But, the real barrier to developing a better application approach to rail maintenance was really the lack of adequate measurement techniques and equipment. The main tool was a taper gauge and straight edge. The decisions on grinding pattems and metal removal were made on the very subjective judgment of the rail grinding supervisors. Many were very
Paper by J. R. Janosky 467
Photo 2
good at it, but remember, the objective was corrective not preventive. The advanced defect condition of the rail was reasonably apparent and the number of passes usually required made it possible to make adjustments during operation. To be sure, some railroads made significant efforts in research- ing the effectiveness of grinding patterns, and of metal removal approaches. It was largely through those labors that we have come to this turning point in rail maintenance. However, progress was slow. The lack of the kind of computer technology that we have today made an impossible task out of handling, processing and the application of the volumes of data that the rail would yield. Yet. profile grinding was alive and well in the seventies and early eighties, but it was a different kind of profiling approach than the technique we are talking about for the future. Some continuous programs have taken place for the past ten years, and they not only have worked well, they have also proven that the next generation of profile maintenance methods will work exceptionally well.
That next generation will take full advantage of all the progress and technology that has been built into today's rail maintenance units. These machines were designed and built with the power and control to handle the metal removal requirements of today's remedial grinding, but they also have the speed to begin to execute the light metal removal high speed profile maintenance grinding that is beginning to be used on the North American railroads. But, even more importantly, these are intelligent machines. They not only use computer technology to conduct their ordinary operations, but they have the capacity to communicate with other computer sources and to act in concert with them. Machine intelligence will be a key to achieving the cost effectiveness and optimum results of a profile maintenance program.
To see what kind of role machine intelligence will play in this emerging concept and, to get a better overall picture of the way it will work and the benefits we can expect, allow me to speculate a bit on how we think the idea will be applied. It is an idea we call Rail Profile Maintenance
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Photo 3
Programming (RPMP). We have already talked about the importance of profile maintenance to control wheel generated stresses in rail. The last word in our phrase, programming, is a critical element in achieving that result. Programming of the maintenance of the profile will have to be an ongoing and multi-stage effort. It will require the latest in instrumentation technology and computer utilization. Also, we believe it will require and encourage a new level of cooperative effort and partnership between the rail maintenance contractor, the maintenance of way engineer and the operating departments of the railroads. It is still early in the development of a true RPMP system, but rail grinding contractors are working with the railroads in formulating the requirements of the system. From this work, we will be able to extend the development of the hardware and software needed to make it a reality. This is how RPMP will probably work. There are three components that will share in the implementation of the program: First, the rail grinder with the machine intelligence to make it a highly efficient system; second, the railroad's central maintenance management computer, the data base of information on rail condition and the program support utilities; and third, a rail surface and profile analyzer, a vehicle capable of high speed monitoring to provide continuous, objective data on rail profile and surface condition.
Again, with some obvious speculation about the future, this is how the system might work. A ten step progression of activity that is actually performed in a closed loop configuration, with each step leading to the next and repeating in turn.
STEP 1 : The main computer selects a profile that best meets criteria in the data base for rail in similar circumstances. The intelligent rail grinder is given patterns and metal removal specifications from the central computer. The computer may call for little or no profile change or may make significant changes depending on conditions.
Paper by J. R. Janosky 469
STEP 2: The grinding unit performs the initial profiling of the rail using on-board, intelligent control systems that respond to the directions given it by the central computer.
STEP 3: The grinding unit will record the new profile given the rail. This data will be used first, to perform a quality control check on the job and then, the data will be down-loaded to the railroad central computer to become a permanent file on that section of rail.
STEP 4: The file now becomes a part of the main data base held in the central computer. Infor- mation about the continuing performance of the rail can be used to program future grinding and also to become part of the over-all performance standards of all the rail in the data base.
STEP 5: From the very beginning of the life of the rail, a two-stage monitoring program will be maintained in the computer. One stage will record the environment of the rail. Because it is tied to the operations as well as the maintenance information sources, the computer will maintain a record of the life of the rail in terms of passing tonnage, consists, speeds and any maintenance that can have an effect on the life cycle of the rail.
STEP 6: The second stage of monitoring of the rail will be conducted by on-track equipment. This will include the normal internal structure testing of the rail and also analysis of the rail by surface and profile measuring equipment. The surface and profile measuring will be conducted at relatively frequent intervals, depending on track conditions. Since this will be done at or near track speeds, it will not interfere with traffic. This data describing the rail will be fed into the data bank as it is generated.
STEP 7: Maintenance management programming in the central computer will compare the envi- ronment conditions of the rail in the section and the wear and surface condition of the rail from the test vehicles reports, to the overall rail records in its data bank to determine how well this section of rail is performing and to identify the rate of change it is experiencing. From this, the computer can use historic information in the data base to predict the progression of rail profile condition and to set priorities for the next profile grinding. Since this is to be high speed, light grinding, these grinding programs will be more frequent than corrective programs and will need to be done before defects start.
STEP 8: The computer will be programmed with economic data on which it will make recommen- dations for the earliest and latest the rail profile can be re-ground for the best cost efficiency. It will not only consider this section of rail, but it will do the same thing for all contiguous sections, because it will be programmed to build a recommendation for an area wide program for best utility of the rail grinder.
STEP 9: Given the "go ahead" by management on the program recommendations, the computer will produce schedules for grinding operations, and most importantly, it will generate the grinding values that will program the intelligent machine for each section of track.
STEP 10: Finally, with the program for patterns and metal removal requirements in its own com- puter, the rail grinder will proceed at very high speeds with the program. It will again record its own performance and relay that information to the data base and describe the new profile of the rail. And, the process will continue, through the life of the rail ... a life that will be longer and more productive than anything we have known in the past.
The type of grinding we would anticipate in this mode of maintenance would probably require no more than about five thousandths of an inch of metal removal on any segment of the rail, and often as little as two thousandths will be enough. Therefore, single pass, high speed grinding will cover many miles in one day. This speed will reduce cost three ways. First, the cost per mile for the machine will be low since it will be on track, only briefly. Secondly, the light cut will minimize the cost of metal removed. And, third, the traffic delay time for the track will be minimal. As I said at
470 Bulletin 718 — American Railway Engineering Association
the outset of this description, this represents some speculation about the methods and procedures that will be used. And of course, each railroad will have its own systems to follow. But, if we are correct in the prediction of the future, most of what I have described will no doubt, come to pass. Given this tight control over the profile of the rail, we believe that a very high percentage of the defects we now find in rail will never get a start. With wheel contact maintained in the selected tread area of the rail, a large measure of the present wear problems in curves also will not take place. We will be on our way to a far more effective and economical way to extend rail life.
We don't offer this approach as a trip to Utopia. We understand that many other variables affect rail and that many conditions influence how maintenance of rail and track must be conducted. Budgets will never be the full amount needed, and other programs such as wayside lubrication will have to be maintained, if the full results are going to be achieved. Wheel maintenance will have to become a priority program in cooperation with maintenance of rail. But, we believe the railroads are, in fact, doing these things and will do more in the future. We of the contract rail maintenance sector will be trying our best to bring this form of progress to you at the same time.
PUBLISHED AS INFORMATION BY COMMITTEES COMMITTEE 4— RAIL
Chairman: A. W. Worth
THE EVOLUTION AND APPLICATION OF RAIL PROFILE GRINDING
By: Allan M. Zarembski'*'
This report was prepared under the auspices of AREA Committee 4 and its adhoc subcommittee on Rail Profile Grinding. The author would like to thank Mr. A. W. Worth, CN Rail (Committee Chairman), Mr. R. K. Steele of AAR. Mr. B. Sorrels, AT & SF Railway (Previous Committee Chairman), Mr. V. R. Terrill of Speno Rail Services for their comments and suggestions and Mr. Albert Rivoire (Previous Subcommittee Chairman, Rail Profile Grinding).
Introduction
The elimination of rail surface defects through the use of rotating grinding wheels (rail grinding) has been done by freight railroads since it was introduced by the Pennsylvania Railroad in the late 1930's. That application used the first rail grinder cars for the elimination of corrugations, engine bums, and batter at rail ends. Subsequent applications of rail grinding extended to almost all types of rail surface defects including corrugations, joint batter, weld batter, engine bums, flaking and shelling, as well as for the grinding of mill scale from new rail (1).
This traditional goal of defect elimination, or rail rectification remained the primary use of rail grinding from the 1930's until the 1980's. However, in recent years grinding practice has evolved from the defect elimination approach to the emerging rail maintenance or preventive grinding ap- proach. This new approach does not allow surface defects to develop to any significant extent by attempting to eliminate the defects before they emerge on the railhead. This is of particular interest to heavy axle load environments such as are common in North American freight railways, where unground rail can exhibit a relatively short service life.
This evolution from traditional grinding to the emerging practices of profile control and main- tenance grinding has resulted in a significant broadening of rail maintenance, and the potential for increased service life of rail (and thus reduced cost) in severe service track. Rail profile grinding is utilized to achieve this increase in rail service life and this report presents the fundamental concepts behind the technique.
Profile Grinding
Rail profile grinding refers to the method of controlling and maintaining the shape of the railhead (hence the term profile) by grinding the head of the rail (10,17). This represents an evolutionary step beyond traditional defect elimination grinding, where the control of the shape of the rail, either before or after grinding, was not a factor in the grinding process. In fact, as illustrated in Figure 1 (2), traditional defect elimination grinding flattens the railhead (la), while contour or profile grinding provides a specific contour or profile to the railhead (lb). Contour grinding is used to restore the original shape to the railhead. Profile grinding is used to give the railhead a special profile other than its original shape (18).
However, even in profile grinding the elimination of surface defects, if present, is usually the preliminary step. For rail with surface defects and plastic flow, profile grinding can therefore be a three step process, as illustrated in Figure 2. The initial step, consisting of one or more grinding passes, eliminates any surface defects present. The second step, also consisting of one or more grinding passes, effectively reshapes the deformed railhead. The third and final step (if necessary) grinds the desired railhead profile.
•President, ZETA-TECH Associates, Inc.. Cherry Hill, NJ
471
472
Bulletin 718 — American Railway Engineering Association
Figure 1. Ground Rail profile (2)
(a) 'Tlat" profile after defect elimination grinding
(b) "Contour" profile after profile grinding
By determining a profile that is appropriate for a given track location, an optimum rail shape can be designed and then ground into the rail after installation. Through this control of railhead shape the location of wheel/rail contact, and thus the interaction between the wheels and the railhead, can be controlled. This approach could be used in conjunction with wheel profile maintenance, but North
Profiling
step 1 : Surface irregularities are ground out
Low Rail
Gage
Step 2: Reshape head deformation
High Rail
Gage
Step 3: Final profiling
Figure 2. Three Steps of Profile Grinding
Published as Information 473
American application generally deals with the control of the railhead shape only. This control of rail profile by grinding can be treated independently of the control of wheel/rail contact by wheel profile maintenance.
Rail profile grinding, as currently practiced in North America, encompasses three general pur- poses of rail maintenance:
a. Control of gage face wear of the high rail on curves and on tangents (as applicable).
b. Control of short wave corrugations on the low rail on curves.
c. Control of gage comer surface fatigue on the high rail on curves to include both spalling and shelling.
While all three purposes can be achieved through the proper use of rail profile grinding, they generally cannot all be addressed simultaneously (3.4). Thus, the profile that is best suited for the control of one of these maintenance areas may not be the best for the other two problem areas, even though it may be possible to derive benefit in all three by proper profile selection. Therefore, to get the greatest benefit from profile grinding it is necessary to prioritize the rail problems for a given track location, and then select the optimum railhead profile for that location.
The evolution of implementating rail profile grinding in each of these three areas is presented in the next three sections.
Evolution of Profile Grinding; Reduction in Rail Wear
Early applications of profile grinding can be traced back to the Pennsylvania Railroad and more recently to the Denver and Rio Grande Western. However, the application of rail profile grinding in the mining railraods of Western Australia during the late 1970's (5) and the reporting of the benefits attributed to this grinding, has resulted in renewed interest and activity. These Western Australia mining railroads operate at North American axle loads and in similar operating conditions, so as a result, their problems and the subsequent solutions are directly applicable to North American rail- roading.
The original development work was aimed at reducing the gage face wear on low and moderate curves by optimizing the steering of conventional three piece freight car trucks. First, this optimi- zation was analyzed using freight car curving models to help define the optimum railhead profile, and was then tested in actual service application (5). The result was the development of a set of asym- metric railhead profiles (i.e., asymmetric about the center line of the railhead), with a separate profile for the high and low rails of the same curve. In addition, for tangent track where hunting wear was noted, special tangent profiles were developed to control this form of railhead wear.
The initial profile grinding concept, designed to use the steering of the freight car generated by the conicity of the wheelset (3) (illustrated in Figure 3) which shows the shifting of the wheelset outward towards the high rail of the curve. This results in the outer wheel riding on the larger radius portion of its tread and the inner wheel riding on the smaller radius portion of its tread. The difference between these radii, known as the rolling radius differential, compensates for the difference in length around the curve of the high rail and the low rail. In addition, the rolling radius differential generates a longitudinal creep force (which is, in fact, a partial wheel slippage in the longitudinal direction), which tends to align the axles into a radial position. With equally distributed misalignment of the two axles the result is a degree of self-steering that reduces fianging on relatively shallow curves and has the potential to eliminate flanging on curves less than 3 degrees (5).
To maximize the rolling radius differential and still maintain sufficient wheel/rail contact area to avoid excessive contact stresses, the profile presented in Figure 4 was developed (5). This profile results in a shifting of the wheel/rail contact patch on the high rail toward the gage side of the rail head, while still avoiding contact on the gage comer to prevent surface fatigue at that location. On the low rail the contact zone is moved towards the field side of the rail head to avoid any false flange
474
Bulletin 718 — American Railway Engineering Association
Figure 3. Curving Path of a Wheel Set (3).
contact. In this manner the rolling radius differential is emphasized and the lateral forces generated by the truck while curving are reduced. In addition, lateral gage face wear is also reduced. In fact, for shallow curves (in the Australian case for curves less than 3 degrees) gage face wear is all but eliminated, as illustrated in Figure 5.
NEW PROFILE
GROUND PROFILE
A,B SHOW SHIFT AFTER GRINDING
HIGH RAIL
LOW RAIL
Figure 4. Effect of Grinding on Wheel/Rail Contact Positions (5)
Published as Information
475
HEAD LOSS = 25% ON REMOVAL
?
WITHOUT PROFILE GRINDING
HEAD LOSS = 31% IN TRACK
WITH PROFILE GRINDING
Figure 5. Worn Rail Sections, with and without Profile Grinding
Subsequent field tests of the effect of profile grinding at FAST (6) measured the reduction in both lateral flanging forces and gage face wear for several different railhead profiles. In these tests, lateral force measurements were taken on a 4 degree test curve with three different railhead profiles and a control (non-profiled) railhead. Figure 6 presents the results for operations above, below and at bal-
UJ
O CC O
INSTRUMENTED WHEELSET CURVING TEST
LEAD AXLE LW(CW) / 4.0 DEGREE / INITIAL PROFILE
UNDER SPEED EZ] PR0FILE1 ESI PR0FILE2
'^^
OUTSIDE HAIL INSIDE RAIL BROKEN LINE = 6 MGT
oo
OUTSIDE RAIL INSIDE RAIL BROKEN LINE - 6 MOT
BALANCE
^ PROFILES
GAGE
OUTSIDE RAIL INSIDE RAIL BROKEN LINE = 6 MGT
OVER SPEED
1^3 CONTROL
GAGE OUTSIDE RAIL INSIDE RAIL BROKEN LINE = 6 MGT
Figure 6. Lateral Wheel Forces-4.0'' Curve. (6)
-American Railway Ensineenni: Asscvianon
RAIL PROFILE WEAR TEST
Gage Face Wsa^ Rates o' OutsiOe Rai! Dying Initial 12 MGT
0 010
PROFILE-
S ^^. r
CONTROL
^ /'GAEE^ (^ ^ rBAB'e^ r
OUTSIDE INSIDE OLTTSOE INSCS OLTTSIDE INSIDE DUTSCe Carrtro INSCH
HAIL
3s INCH DOWN
=IAIL
5b inch down
Figure 7. Outside Rail Gage Facewear — 12 MGT. (6)
ance speed far the curve. In aU cases, jMofile gnndins sigmficandy reduced the measured lateral forees.
I^ease note that the profiles tested at FAST lasted only 1 0 MGT (in noo-taibncaiBd operttians) aid were completely gone after 20 MGT of traffic. Therefore, the beaeficM dSexXs <rf pn^le
grinding started to disappear after 10 MGT of operations and were eliminated after 20 MGT.
This reduction in lateral force translates into a reduction in gage face wear. Even for curves whCTe flanging is not eliminated, such as the 4 degree cmve presented in Figure 7, a reduction in the rate of gage face wear w as measured.
In the Austrahan case, where flanging was almost completely eliminated, significant increases in rail life were recorded (5). These are indicated in Table 1 .
In fact, the use of profile grinding as a means of controlling rail wear resulted in a dramatic reducbon in the }wojected rail requirements during the early 1980"s (see Figure 8).
Curvature
•Degrees 1
1.5
2
2.33
Table 1. Increase in Rail Life by Profile Grinding
Rail Life (MGT
.No Grinding
255 225 195
Profile Grinding
465 390 330
Theoretical Increase
82 73 69
Published as Information
477
0)
E
LU
LU O <
—I Q. LU DC
<
UJ
>
o
END
50-
40-
30
20-
10-
ol
1980-1984 CURVE RERAIL (Projected) PLAN
ACTUAL
\ /
PREDICTED FUTURE CYCLE
79
■nr" 80
— r~ 81
82
OF 78 79 80 81 82 83
Figure 8. Effect of Profile Grinding on Curve Relay Requirements (5)
— T" 84
The use of profile grinding has been extended to North American railroads with their more severe curvatures and greater variability of wheel conditions. This has resulted in a shift in emphasis of profile grinding away from wear reduction and towards first corrugation elimination and then towards fatigue control.
Control of Short Wave Corrugations
The second area of benefit to be derived from profile grinding is of corrugation control. In North American applications this refers to the control of heavy axle load, short wave corrugations found on the low rail of curves. These corrugations generally have wavelengths in the range of 12 to 24 inches on wood tie track (7).
These freight railroad corrugations are generally associated with the high contact stresses gen- erated when the false flange of a worn wheel runs on the field side of the low rail, as illustrated in Figure 9. This contact, which is counter-formal (i.e., the curvatures of the two bodies in contact are opposite to each other), causes significantly higher wheel/rail contact stresses than the normal, conformal, wheel/rail contact configuration (3).
When this high contact stress is located near the field side of the low rail (i.e. where there is little unstressed rail steel to constrain the overstressed material), severe plastic deformations and corre- sponding short wave corrugations can result (8). These corrugations can be of significant depth (over 0.6 inches, (4) and give rise to severe wheel/rail dynamic impact forces in the track structure.
Control of these corrugations has been considered by at least one North American railroad (3) to
478
Bulletin 718 — American Railway Engineering Association
(WORN WHEEL/WORN RAIL7WIDE GAUGE)
Figure 9. False Flange Contact on Field Side of Low Rail (3)
be the most important aspect of profile grinding of the rail. This is true as long as significant corrugations remain. Once the corrugations have been eliminated other aspects of rail maintenance emerge as being most important. Therefore, several other techniques (such as control of wheel profile and of track gage) should be employed to control corrugations, either alone or in conjunction with profile grinding. However for the purposes of this report, the primary mechanism to be discussed is rail profile grinding by itself.
By grinding the field side of the low rail to shift the contact point towards the center of the railhead (such as from point A to B in Figure 9), the high stress producing false flange contact is avoided. Rather a more tolerable conformal contact condition is established near the center of the wheel hollow and at the top of the railhead.
The grinding pattern used for this type of profiling maximizes metal removal on the extreme field side of the low rail. Thus, it can be used in conjunction with the wear control profile described in the previous section and illustrated in Figure 4. However, the percentage of grinding motors used and the amount of metal removed must once again be determined by the railroad with respect to the site conditions of the rail being ground.
In the case of a test application by one major North American railroad (3,4), the use of profile grinding to control the regrowth of corrugations was evaluated for several different types of grinding pattern. By measuring and recording the average depth of corrugations for periodic inter\als after grinding, the development of a corrugation regrowth curve was possible (see Figure 10). For both profiles used in the test, corrugation regrowth was significantly slower than it had been using conventional (defect elimination) grinding patterns. This reduced growth rate could be used to extend the grinding cycle from the previous 6 month interval to a 8 month interval, an extension of 33% (4).
Alternately, it was observed during this test that more frequent grinding passes could reduce the overall amount of grinding by eliminating the corrugations while they are relatively shallow. This comes about because of the non-linear nature of the corrugation growth curve (Figure 10). By grinding frequently, fewer grinding passes are required over the life of the rail (9). This concept, which is illustrated in Figure 1 1. is discussed in the later section on light grinding.
Published as Information
479
Average Corrugation Regrowth, All Curves
Corrugation Growth (Inches)
.031
.03 .028 .026 .024 .022
.02 .018 .016 .014 .012
.01 .008 .006 .004 - .002 - 0
O Profile Pattern
Pre-Grind 0 i 2 3 4 5 6
Months Post Grinding (4.6 MGT Per Month)
Figure 10. Corrugation Regrowth After Profile Grinding (4)
In the more recent applications of rail profile grinding, this specific grinding strategy is generally incorporated as part of the overall grinding activity. By controlling the contact zone on the field side of the low rail, the undesirable false flange contact can be eliminated without effecting the other profiling objectives.
Figure 11. Corrugation Growth Rate Effect on Grinding Strategy (9) *4 passes after each 4 years (8 passes over 8 years) '"^l pass after each 2 years (4 passes over 8 years)
480 Bulletin 718 — American Railway Engineering Association
Control of Gage Corner Fatigue
The third area of benefit associated with rail profile grinding is in the control of rail surface fatigue; in particular fatigue defects at the gauge comer of the railhead. This includes both surface fatigue defects, such as spalling, and sub-surface fatigue defects, such as gage comer shelling.
In a severe flanging condition, such as on a sharp curve, single point contact between the throat of the wheel and the gage comer of the rail frequently occurs. This type of contact, which is illustrated in Figure 12, generates very high contact stresses in the region of the gage comer of the high rail. These high stresses, can result in gage comer fatigue problems, including cracking and spalling (10,11,19). Two point contact, when flanging in curves, can also produce very high com- bined gauge comer contact stresses in the high rail if the two contact points are close together. This occurs when certain wheel profiles are mn on certain rail sections. A notably bad case is the combination of 136RE rail and Heumann or similar designs based upon a wom wheel configuration such as the AARl profile. The sort of damage that results is depicted in Figure 13.
Table 2 presents calculated wheel/rail contact pressures for combinations of wheel and rail profiles. These contact pressures were calculated using the AAR curving model (16). Note the extremely high contact stresses associated with the new (unwom) 136RE rail and the AAR 1 wheel profile. Since most wheels in service are wom and therefore similar to AARl or Heumann profile, the new 136RE profile may not be compatible with most of the wheels running on it.
In order to relieve these high contact stresses, grinding of the gage comer of the rail can shift the wheel/rail contact points away from the comer and into a more central location on the railhead. This shifting of the wheel/rail contact point is analogous to the two other aspects of rail profile grinding discussed previously. The grinding required to shift this contact away from the gage comer is illustrated in Figure 13, from which it can be seen that grinding is required on the gage comer of the high rail.
This grinding of the gage comer can result in a decrease in both surface fatigue spalling and sub-surface fatigue shelling, by wearing away the surface fatigue damaged rail steel. The point of maximum rail stress is relocated before fatigue damage can initiate a failure. Figure 14 shows such a decrease in transverse defects (due to shells) as well as overall fatigue defects for one major North American railroad that utilized rail profile grinding to control gage comer fatigue from 1982 onward (12). Other instances of the control of rail fatigue defects by profile grinding have also been reported in Australia (13).
In the case of sharper curves, where flanging takes place, a second contact point between the flange of the wheel and the gage face of the rail can occur, thus generating "two-point" contact between the wheel and the rail. This change in wheel rail contact, from one point to two-point contact, can result in a deterioration in truck curving performance and a corresponding increase in the wheel/rail flanging forces. This has been demonstrated in recent field tests on a major freight railroad (3). The result can be an increase in gage face wear, if no other action is taken. Therefore, this type of gage comer profile grinding should be used primarily in areas where rail fatigue, and not rail wear, is the dominant rail failure mode.
However, it is noted that a limited amount of gage comer grinding, when combined with compensatory grinding to maximize the rolling radius differential, can be used as part of an overall profile grinding strategy to control gage comer fatigue without increasing gage face wear (3,4). In fact, grinding of the gage comer of the high rail can be incorporated into the wear control pattem, previously illustrated in Figure 4. As in the case of corrugation control, this type of profile grinding can be combined with the previously defined profiles.
Published as Information
481
WHEEL CONTACT POINT
HIGH CONTACT STRESSES
(NEW WHEEL/WORN RAIL)
Figure 12. Single Point Contact between Gauge Corner of Rail and Wheel Flange Throat.
Table 2.
Contact Pressure Determined from Exercise of the AAR Curving Model
|
Curvature |
||||
|
W/R Profile |
2° |
4° |
6° |
8° |
|
AAR1:20/132RE |
191ksi |
IVOksi |
160ksi |
i54ksi |
|
flanging? |
yes |
yes |
yes |
yes |
|
AAR1:20/!36RE |
182ksi |
154ksi |
134ksi |
123ksi |
|
flanging? |
yes |
yes |
yes |
yes |
|
AAR 1:20/Curve Worn |
142ksi |
I27ksi |
llSksi |
113ksi |
|
flanging? |
yes |
yes |
yes |
yes |
|
AAR1/132RE |
460ksi |
329ksi |
240ksi |
220ksi |
|
flanging? |
no |
no |
yes |
yes |
|
AAR1/136RE |
448ksi |
421ksi |
813ksi |
224ksi |
|
flanging? |
no |
no |
no |
no |
|
AAR 1 /Curve Worn |
327ksi |
lOlksi |
92ksi |
87ksi |
|
flanging? |
no |
no |
yes |
yes |
AAR 1:20— Standard Wheel Profile AARl — "Heuman" Design Profile
482
Bulletin 718 — American Railway Engineering Association
HIGH RAIL
WORN WHEEL
MARTENSITIC
BAND ON RAIL SURFACE
__jL^r if ,f /' ^^^^^^^^^'^^^^^^jLmLjLuw/^
RAIL FIELD SIDE GROUND
THIS/ LINE^
WHEEL PATH
AFTER
GRINDING
METAL FLOW
GAGE CORNER
GROUND
TO THIS
-LINE
136 RE RAIL
Figure 13. Gauge Corner Spalling and Profile Grinding to Relieve it.
Light Grinding
As the concept of maintenance grinding becomes more widely used (and in fact it is used by most major North American railroads), the benefits of more frequent grinding, i.e. the resulting elimina- tion of rail surface defects at an early stage, become increasingly apparent. This has already been observed in cases of corrugation regrowth. When the grinding of corrugations is done at an early stage in their growth (and on a shallow portion of their growth curve), a decreased rate of regrowth results, i.e., there is a longer interval before the corrugations grow to an undesirable depth.
This concept has also been applied to rail surface fatigue types of defect (2). As can be seen in Figure 15, grinding of the surface defects (such as fatigue defects) while they are still relatively shallow requires significantly less metal removal than when the surface cracks have grown to a significant depth. In fact, grinding at this early stage can avoid the formation of corrugations or other surface defects entirely, provided that the grinding is carried out on a regular, ongoing basis. This concept, which has been referred to as preventive grinding, suggests that very light grinding passes (0.002 to 0.005 inches in depth) made at very frequent intervals (5 to 10 MGT for sharp curves) can prevent the emergence of these defects, and thus extend the life of the rail. The corresponding profile
Published as Information
483
|
1982 |
1983 |
1984 |
|
(Start of Profile |
||
|
Grinding Program) |
□ TD |
- TOTAL DEFECTS |
1985
1986
Figure 14. Rail Defects on Major North American Railroad (defects normalized by actual miles tested) (12)
required to maintain this rail condition is once again established by profile grinding. Note, in this case, rather than using heavy grinding to achieve the proper profile, light, frequent grinds are used to provide and maintain (with an emphasis on maintenance) the profile.
It should be noted, however, that frequent light grinds do not address miscellaneous phenomena such as corrugation starting from rail welds or engine bums (20). And there still may be problems with corrugations coming back in old carbon steel rail that has been severely corrugated in the past. Every so often, a heavier grind to remove surface irregularities and restore profile is likely to be needed.
Economics of Rail Profile Grinding
The final issue to be addressed in this report is the economics of rail profile grinding. While rail profile grinding is still relatively new in its application, particularly in North America (having been introduced in the early I980's), the question of the relative economic benefits of this technique of rail maintenance have only recently been addressed.
The economics of conventional rail grinding, such as corrugation grinding, have been estab- lished, with some analyses displaying a return on investments (grinding costs) of over 400'^ (14).
Recent analyses of the economics of rail profile grinding (9,12) have calculated the benefits associated with grinding aimed at extending the fatigue life of rail in heavy axle load, mainline service. In such an environment, particularly in sharp curves, rail wear is the traditional cause for rail replacement. However, increasing use of rail lubrication (12) has resulted in a shift in failure mode from rail wear to fatigue, and in particular, rail surface fatigue such as spalling. Rail profile grinding can be used to extend the fatigue life of rail in these cases.
484
Bulletin 718 — American Railway Engineering Association
I
12"
(a)
0.004"
(b)
Figure 15. Rail Surface Cracks before
(a) Corrective Grinding
(b) Preventive Grinding (2)
In the analysis of heavy axle load traffic on a well lubricated 5 degree curve (12), the cost of frequent rail profile grinding (one profile pass every 15 MGT) was compared with the corresponding extension in fatigue life. This analysis, which is summarized in Table 3, indicates that under moderately heavy traffic conditions (25 MGT annual traffic), the return on investment (for rail grinding) was approximately 50%. For heavy traffic conditions (50 MGT annual tonnage), the return on investment (for rail grinding) was over 85%. In both cases, rail profile grinding and its associated extension of rail life, were found to be economically viable.
Published as Information
485
An alternate analysis of rail profile grinding (15) suggests that for a major North American freight railroad, adoption of rail profile grinding can result in an overall cost savings of over $2 Million per year, due to a reduction in replacement rail requirements from 135 miles per year to 120.5 miles per year.
In both cases, analysis suggests that profile grinding is economically viable, as well as a tech- nically feasible approach to rail maintenance.
Conclusion
Rail profile grinding has emerged in the last 10 years as an effective approach for the control of rail fatigue and wear. After initial application in the heavy haul mining railroads of Western Australia it has been quickly adopted by several North American freight railroads. Since the mid 1980's, rail profile grinding, in some form, has been tried by all the major freight railroads. In many cases it has been adopted as the primary rail grinding technique.
As noted in this report, rail profile grinding can be used to address several different classes of railhead problems, including rail wear, corrugation control, rail shelling and rail surface fatigue. While benefits can be obtained in all three areas by proper design of a rail profile, they may not necessarily be obtained to an equal degree in all cases. In addition, the relative benefits in each area will differ as a function of the relative emphasis and effort placed in that area. This is readily evident by the differing effects of rail profiling, e.g., the trade off between gage comer grinding and lateral flanging force. Thus, it is extremely important that the rail problems to be addressed by profile grinding be defined and prioritized. In this manner the profile patterns can be optimized to fit a railroad's particular needs.
Table 3.
Cost vs. Benefits for Rail Profile Grinding (12)
Equivalent Annual Cost Per Mile (Based on Installed Rail Cost of $165,000 per Mile):
Annualized Cost of Grinding: Replace Both Rails: Replace High Rail Only:*
Annualized Cost, Profile Grinding: Replace Both Rails: Replace High Rail Only:*
Net Benefit, Profile Grinding: Replace Both Rails: Replace High Rail Only:*
Net Cost Profile Grinding
(One Profile Pass Every 15 MGT) per Mile:
*Annual Savings:
Return on Rail Grinding Investment
|
25 MGT |
50 MGT |
|
$10,000 |
$30,840 |
|
5,000 |
15,420 |
|
4,169. |
16.616. |
|
2.085. |
8,313. |
|
5,831. |
14,224. |
|
2,915. |
7,100. |
|
1267 |
2533 |
|
1900 |
3800 |
|
$1015 |
3300 |
|
53% |
87% |
486
Bulletin 718 — American Railway Engineering Association
An appropriate trade off between differing rail problems and a corresponding application of profile grinding techniques can result in a customized grinding pattern. This customized grinding pattern is not only for each railroad, but potentially for each location on that railroad. The flexibility of the new generation of computerized rail grinders permits the pre-programming of a large number of grinding patterns, and the immediate selection of those patterns at a grinding site. This permits a railroad to develop specialized profiles to address a series of rail problems, allowing each problem to be treated with its own optimum pattern.
A comparison between three such optimum rail profiles, each of which is geared toward a specific rail problem, is presented in Figure 16 (4). Profile A addresses corrugations as its highest priority. Profile B treats gage face flanging force (and thus wear) as its greatest concern, and Profile C considers gage comer fatigue as its highest priority. Note the difference in grinding emphasis (and thus metal removal) between these three profiles.
HIGH RAIL
LOW RAIL
Figure 16. Conceptual Differences between Three Sets of Profiles (4)
It must be noted that any rail profile deteriorates under traffic. This applies to the newly rolled rail profile, as well as to any ground profile. As a result, the desired railhead profile cannot be simply ground into track and forgotten. Rather, it is necessary to periodically monitor the profile and to regrind the railhead when the profile deteriorates to the point where it is no longer functioning properly. This deterioration has been reported to occur between 15 and 20 MGT of heavy axle load traffic (4,6).
If this profile maintenance is not carried out, i.e. if the profile is allowed to deteriorate and is not restored, then the benefits of the ground profiles will no longer continue. Consequently, profile grinding must be considered an ongoing maintenance activity, with periodic maintenance grinding required to retain the optimum railhead profile. By employing such an ongoing program of profile maintenance, the full benefits of the profiles can be achieved, while at the same time the total level of grinding required can be significantly less than that needed if the profiles are permitted to deteriorate completely, thus requiring extensive profile restoration.
It can therefore be concluded that rail profile grinding is an effective and economical technique for the control of rail deterioration and can extend the life of the rail in track. Economical analysis of the benefits of profile grinding have shown that a properly designed and executed program of rail profile grinding can result in significantly reduced rail replacement costs and a strong economic benefit for the railroad.
References
1 . Butler, R. W. et al.. Criteria for Rail Grinding, Report of Special Committee No. 3. Proceed-
Published as Information 487
ings of the Roadmasters and Maintenance of Way Association, 93rd Annual Conference, Sep- tember 1981.
2. Kalousek, J., "Thorough Lubrication and Light Grinding Prevents Rail Corrugation,"" Second International Symposium on Wheel/Rail Lubrication, Memphis, TN, June 1987.
3. Lamson, S. T., "Rail Profile Grinding," Canadian Institute of Guided Ground Transport Report 82-7, November 1982.
4. Lamson, S. T., "Rail Profile Grinding; Phase II Test Report," Canadian Institute of Guided Ground Transport Report 84-14, February 1985.
5. Lamson, S. T., and Longson, B. H., "Development of Rail Profile Grinding at Hammersley Iron,"" Proceedings of the Second International Heavy Haul Railways Conference, Colorado Springs, CO, September 1982.
6. Walker, G. W,, "Effects of Rail Profile Variation," Report from the Facility for Accelerated Service Testing (FAST), FRA/ORD-86-04, March 1986.
7. Zarembski, A. M., "Corrugation Behavior in the Freight Railroad Environment,"" Bulletin of the American Railway Engineering Association, Bulletin 712, Volume 88, October 1987.
8. Kalousek, J. and Klein R., "Investigation into the Causes of Rail Corrugation," Bulletin of the American Railway Engineering Association, Bulletin 656, Volume 77, January-February 1976.
9. Zarembski, A. M., "The Economics of Rail Grinding and Rail Surface Maintenance,"' Pro- ceedings of the Third International Heavy Haul Railways Conference, Vancouver, B.C., Oc- tober 1986.
10. Worth, A. W., "Rail Profile Grinding Tests on CN Rail," CIGGT Technical Conference, May 1985.
11. Worth, A. W., Homaday, J. R., Jr., and Richards, P. R., "Prolonging Rail Life Through Grinding," Proceedings of the Third International Heavy Haul Railways Conference, Vancou- ver, B.C., October 1986.
12. Zarembski, A. M., "The Relationship Between Rail Grinding and Rail Lubrication," Second International Symposium on Wheel/Rail Lubrication, Memphis, TN, June 1987.
13. Marich, S. and Mass, U., "Higher Axle Loads are Feasible-Economics and Technology Agree," Proceedings of the Third International Heavy Haul Railways Conference, Vancouver, B.C., October 1986.
14. Zarembski, A. M., "The Impact of Rail Surface Defects," Railway Track and Structures, November 1984.
15. Lamson, S. and Roney, M. D., "Development of Rail Profile Grinding on CP Rail," Proceed- ings of the Third International Heavy Haul Railways Conference, Vancouver, B.C., October 1986.
16. Steele, Roger, personal correspondence, April 1988.
17. Stewart, D. A., "CN Rails Experience with Profile Grinding of Premium Rail,'" Bulletin of the American Railway Engineering Association, Bulletin 702, Volume 86, October 1985.
18. Speno Rail Services Company, Technical Notes #6 "Traditional and Emerging Types of Rail Grinding," 1985.
19. Steele, R. K., "Recent North American Experience with Shelling in Railroad Rails," Submitted to Office for Research and Experiments of the International Union of Railway, June 1988.
20. Worth, A. W., "Special Rail Steels: The CN Experience," Railway Gazette International, February 1985.
COMMITTEE 7— TIMBER STRUCTURES
Chairman: D. C. Meisner
Report of Subcommittee 3 — Specifications for Design of Wood Bridges and Trestles
Subcommittee Chairman: A. S. Uppal
CURRENT DESIGN PRACTICES OF THE RAILROAD TIMBER TRESTLE
INTRODUCTION
One of the outcomes of the American Railway Engineering Association's Committee #7 meeting in the spring of 1985 was the development of a questionnaire entitled "Current Design Practices of the Railroad Timber Trestle". After approval by the A.R.E.A. a copy of this questionnaire was distributed to all Class 1 Railroads in North America.
From them a total of seventeen responses were received. Of the seventeen respondents, two were unable to answer the questionnaire as they were no longer involved in the design of and/or the operation over timber trestles. Another one stated they no longer rebuild timber trestles. Fifteen respondents answered the questionnaire as completely as was possible in each case.
The purpose of the questionnaire was threefold:
1 . To establish what constitutes the standard or common practice in comparison to the design procedures as laid out in Chapter 7 of the A.R.E.A. Manual.
2. To examine areas where further research and development may yield answers to common problems.
3. To determine where and to what extent further clarifications and/or improvements could be made to Chapter 7 of the A.R.E.A. Manual.
The following is a general summary of the information received. For added reference a tabulation of all the data received has been included in the Appendix of this report.
1.0 GENERAL INFORMATION
It appears that over the last several decades the types of bridges receiving the most attention (i.e. research and development) have been constructed in steel and/or concrete. Obvious advantages to these types of structures include increased operating life, additional load carrying capacity, longer spans and reduced fire susceptibility, etc. However, upon reviewing the information received it was apparent that the timber trestle still represented a significant portion of the railroad bridge inventory.
1.1 Timber Bridge Inventory
When compared with the total number of bridges across twelve Class 1 Railroads, the timber trestle accounted for roughly 43 percent of the total . Putting it another way the timber trestle made up an average of 33 percent of the total lineal footage of railroad bridges in North America. This somewhat lower percentage when related to total lineal footage was consistent with the shorter length bridges, which in general is where the timber trestles are best suited. Refer to Figures 1 & 2 for graphical analysis of the responses received.
1.2 Bridge Types
The timber trestle is a broad term made up of several bridge types. They include open deck, ballast deck, pile bent, frame bent, single-storey, multi-storey and within each several variations including timber species, component sizes, spacing etc. From the information received, the most common timber trestle in operation today can be described as an open deck (11 of 15) single-storey (13 of 15) pile bent (13 of 15) structure.
488
Published as Information
489
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490 Bulletin 718 — American Railway Engineering Association
1.3 Timber Species
The most common bridge material being used today is select structural Douglas fir. However the breakdown for the various bridge components using different species in order of preference were as follows:
TIES: Douglas fir (7 of 15), southern yellow pine (6 of 15), oak (2 of 15) and western hemlock
STRINGERS: Douglas fir (10 of 15), southern yellow pine (3 of 15) and oak.
CAPS: Douglas fir (7 of 15), southern yellow pine (4 of 15), oak (2 of 15) and western hemlock
PILES: southern yellow pine (7 of 15), Douglas fir (3 of 15), cedar, larch, tamarac, spruce and oak
POSTS/MUDSILLS: Douglas fir, southern yellow pine and oak
2.0 DESIGN
The design of railroad timber trestles is covered in depth in Chapter 7 of the A.R.E.A. Manual. The main variations across the railroads polled were in the Cooper's E-loading being used and in the values of allowable unit stresses.
The Cooper's E-loading was found to range from E-60 to E-80 with an average value of E-72. The most common value (4 of 10 responses) was E-80. It should be noted that only one of the railroads included a factor for impact loading.
Some railroads no longer design new timber bridges, while others restrict their use to branchlines or industrial spurs.
2.1 Allowable Unit Stresses
A wide range of values were found to exist with respect to the allowable unit stresses used in design calculations. This can be rationalized to some extent in that these figures are probably dependent on species, grading, treatment process, moisture content (as stipulated in the grading rules used), etc. The responses received are in general for select structural Douglas fir although oak and southern yellow pine are also used.
Allowable Unit Stress # of Responses Weighted Avg.
1. Flexure 1000-1200 psi 2
1200-1400 psi 4
1400-1600 psi 2 1497 psi
1600-1800 psi 6
> 1800 psi 1
2. Longitudinal shear
< 100 psi 5
100-125 psi 7 104 psi
> 125 psi 3
3. Compression
a. Parallel to grain
< 1000 psi 1
1000-1500 psi 9 1151 psi
> 1500 psi 1
b. Perpendicular to grain
<300 psi 2
300-^00 psi 6 408 psi
400-600 psi 5
Published as Information 491
The grade governing bodies referenced to were:
WCLIB — West Coast Lumber Inspection Bureau #16 (6 of 15 responses) SPIB — Southern Pine Inspection Bureau (5 of 15 responses) NLGA — National Lumber Grades Authority (2 of 15 responses) AREA — American Railway Engineering Association NHLA — National Hardwood Lumber Association WCLA — West Coast Lumbermen's Association
3.0 CONSTRUCTION DETAILS
The construction details as provided either on the questionnaire or from accompanying standard plans varied among railroads but all were very much consistent with the details shown in Chapter 7 of the A.R.E.A. Manual. The following is a breakdown of the information received.
3.1 Guard Rails
Most of the railroads use guard rails, 4 of 12 respondents basing their practice on various criteria. The distance in from the running rail ranged from 9.5" to 20.25" with an average of 10.6".
3.2 Bridge Decks
Criteria for providing walkways on one or both sides of bridges (OS-one side, BS-both sides)
—as required by operating conditions
— OS near switch, BS near yards
— OS old std. when within 1.2 miles of switch on switch side,
— BS new std. all rebuilds or redecks
— OS within yard limits
— BS within yard limits
Refuge bays often not used (5 of 1 1 responses). Usage is generally governed by length of bridge (eg. if bridge length >150 ft.)
3.2.1 Open deck Ties:
Width X Depth
9 of 15 = 8" 9 of 15 = 8"
2 of 15 = 9" 1 of 15 = 6" & 8"
3 of 15 = 10" 1 of 15 = 7"
1 of 15 varies 8" to 10" 2 of 15 = 10"
1 of 15 = 9"- 16" 1 of 15 = 6"
Tie Spacing:
1 response — 13" c/c 4 responses — 12" c/c 1 response — 16 7/8" c/c 1 response — 14 to 16" c/c 6 responses — 14" c/c
The proper spacing is maintained on 9 of 12 railroads with guard timber, 4 railroads utilize spacer bars. Guard timber is not notched for this purpose.
492 Bulletin 718 — American Railway Engineering Association
Lining spikes for alternate ties: 8 replies — yes
1 reply — every tie spiked, every 6th bolted 1 reply — every tie spiked
1 reply — every other tie
2 replies — every 3rd tie
3.2.2 Ballast deck
Ties — Most use 9" x 7" x 8'-6" or 9'-0" with c/c spacing averaging approx. 20.5". Ballast under ties ranged from 7.5" to 12" in depth (9 of 13 responses were for 8" depth). Several variations in curb timber sizes were recorded:
3 replies— 8" x 10" 2 replies — 8" x 6" 2 replies — 6" x 12" 2 replies — 8" x 14" 1 reply — 8" x 16"
1 reply — steel sides
3.3 Spans
Majority use 6 to 12 stringers of various sizes including: 8" x 16", 10" x 16", 10" x 18" and 10" x 20".
11 of 15 respondents pack stringers in chords under running rail.
Span lengths — (c/c bents)
Int. spans — 12'-15' (avg. 13.5') End spans — 12-14.5' (avg. 13.1')
Span supports in general (12 of 15 replies) were continuous over intermediate supports.
For design the outside jack stringer was considered to carry the following load percentages: 5 replies — 0%
2 replies— 50% 2 replies— 100%
1 reply — Dead load only
1 reply — No jack stringer used
For sizing the ends of stringers, 10 respondents said no, 2 said yes and I said only if needed.
3.4 Bents
Two types of caps are currently being used. All of the 15 respondents said they use timber caps. Five of them also use concrete caps. Common size for timber 14" x 14" x 14', one railroad uses split caps made up of 2-8" x 16", and for concrete 14" x 15" or 15" x 15" x 14' are used.
The number of piles/posts per bent ranged between 5 and 6. The majority (7 of 15) say 6 piles, 5 of 15 use both 5 & 6 piles and 3 use 5 piles. The spacing between centre to centre of piles was as follows:
Intermediate piles - varies 2' to 3' c/c
Outer piles - varies 2' to 3' c/c
Published as Information 493
Pile batter is generally provided for as follows:
Intermediate piles/posts End piles/posts
II replies — 1 in 12 8 replies — 2 in 12
I reply— I 1/2 in 12 4 replies— 2 i/2 in 12
1 reply — 0 in 12 for 5 piles 2 replies — varies
1 reply — varies I reply — 3 in 12
Nominal minimum pile diameter at top approx. 14" and at the bottom between 8" to 9". Piling driven to provide 15 to 40 tons (on the average 25 tons) minimum carrying capacity. The nominal size of posts used is 12" x 12" except for two railroads, one of which uses 12" x 14" and the other 14" X 14".
4.0 PROTECTIVE TREATMENT
The protective treatment most widely used (virtually all timber trestles) is the application of creosote or a creosote based compound. The creosote, creosote-petroleum mix or creosote-coal tar mix is applied under pressure to the timber components prior to construction.
With the exception of two railroads no one is using any fire retardent agent.
Protective materials between timber components, such as roofing felt, coal tar pitch, galvanized sheets, etc., are used predominantly between the cap and pile cut-offs.
Number of Responses
3 — Application of hot creosote and some sort of sealing fabric such as roofing felt or cotton
fabric. I — .0024 zinc sheet between pile and cap I — 1/4" treated plywood or neoprene I — 20 ga. galvanized iron I — Rubber and/or roofing mastic
5.0 MAINTENANCE PROBLEMS
As expected, the majority of timber trestle maintenance problems are related to timber decay. Responses to this item included:
— Decay and mechanical wear
— Caps splitting and decay between components
— Cap failure on heavy tonnage mainlines
— Bad piles and caps
— Crushing and splitting of timber caps
— Loosened fastenings, deteriorated headwalls, cap decay and/or failure
— Pumping piles on non-standard four pile bents
— Chords shifting on caps, especially on lines with heavy unit coal train tonnage, bridge fires
— Accelerated timber decay adjacent to bolts, drift pins and groundline
— Bolt hole decay, crushed caps
It should be noted that a number of railroads have reduced the cap failure problem by using prestressed concrete caps in place of the standard timber cap. Some accelerated wear and movement was also attributed to the operation of unit trains over timber trestles. The resulting problem is shifting and improper seating of stringers and/or caps.
494 Bulletin 718 — American Railway Engineering Association
6.0 CONCLUSIONS
The questionnaire has served its main objectives in providing timber trestle details used by different railroads and a comparison of the same with those given in Chapter 7 of the A.R.E.A. Manual. Also it pin-points areas that require further examination for additional improvement in design both, for greater economy and longer serviceability.
No significant suggestions were made for improvement to the current design practices for timber trestles however, a couple of helpful points were raised. One, to consider the use of corrugated metal pipe around the base of piles to protect against ice and fire, and secondly a general observation to reduce the contact wherever possible between timber and soil and between timber and steel.
Timber trestles have been and are still fairly common within the North American railroad system.
However their numbers have been steadily decreasing as they are being replaced with steel or concrete structures. Some railroads are restricting their use to branchlines and industrial spurs.
As long as timber is available at affordable prices and there are streams which could be bridged with relatively short spans, the timber trestle would remain an alternative to other types of bridges. Even railroads currently replacing their mainline trestles in steel and/or concrete (to reduce fire susceptibility) suggest their continued use on secondary and branchlines.
Consequently increased interest is required to further improve designs for greater economy and serviceability.
7.0 RECOMMENDATIONS FOR FURTHER STUDY
Subcommittee #3 makes recommendations that the following areas be considered for further examination:
1 . Decay of Timber
Several factors such as species, grading, moisture content, surrounding environment (weather), type and density of traffic as well as design affect the service life of trestles.
Therefore the existing design details should be examined together with the methods of treatments (both in the treating plant as well as in the field) to seek means of prolonging the service life of trestles.
2. Design and Analysis
Based on the foregoing the following changes to Chapter 7 in Part 2 of the A.R.E.A. Manual are suggested:
a) Article 2.4.4, "Ties" on page 7-2-9 (1988) be revised to include details and graphs to enable readers to use the information contained in Fig. 2.4.4 on page 7-2-10.
b) Article 2.4.5 "Bents" on page 7-2-9 (1988), Fig. 2.4.5a on page 7-2-11 (1988) and Figs. 2.4.5b to 2.4. 5g on pages 7-2-12 to 7-2-17 be revised to include information on 7-pile bents as well as information on concrete caps, and to delete 3-pile bents.
c) Tables 2.7.1, 2.7.2, 2.7.8.1 and 2.7.8.3 (1988) be simplified and tables for E-80 loading should be added.
d) Charts for rating the timber trestles be added to Article 2. 10.3. "Carrying Capacity" on page 7-2-47 (1988). Also Article 2.10.4, "Inspection" on page 7-2-47 (1988) be revised and expanded.
3. Effect of Train Dynamics
Some railroads are said to have encountered maintenance problems resulting from the operation
Published as Information
495
of unit trains over timber bridges. (Note, currently A.R.E.A. Committee #7 Subcommittee #6 is carrying out some work in this particular area.)
The current design doesn't allow for an independent consideration of the effect of dynamic loads in sizing the components of timber trestles. The reason being that timber as a material has been known to sustain heavier loads for relatively short durations of time and that the allowable stresses used, among many other unknown factors account for the impact as well.
Some experimental work was conducted by AAR in the late 1940's and early 1950's to determine the dynamic load factors, however this work was of limited nature.
Further research into the dynamic response of timber trestles could yield some understanding of the influence of the unit trains as well as the allowance for impact needed in the design of such structures. This might help in the development of the designs which may better withstand the effects of unit trains.
4. Susceptibility to Fire Damage
Loss of timber trestles due to fire and the resulting disruption to operations is one of the reasons cited for replacement with other materials. Research is needed for development of measures includ- ing application of coatings which would provide cost effective protection and prevention of fires.
8.0 ACKNOWLEDGEMENT
Thanks to A.R.E.A. Committee #7 members and particularly to R. W. Thompson Jr. the former Chairman for approving the format of the questionnaire. Also thanks to D. C. Meisner, the Chairman and Subcommittee #3 members for reviewing the report.
Special thanks to all those railroad officials who took time to respond to the questionnaire.
Also thanks to J. N. McLeod, Assistant Engineer — CN Rail, Winnipeg for his assistance in compiling the results of this survey.
We trust the data gathered through this effort will provide some valuable information to all those interested.
APPENDIX
mmn* mimt ehsiheeiiiih dssocimiOM
Coiiittee 7 - Inber Structures Iibulitions ol »esponses to au«5tionimf> on th» Current tesun Practices tor Hiilroaa Inber trestles
tespoNDEiii I : 3 4 s
II Wat percentefle of your trme inventory consists of tuter trestles!
<l 8r nueber
b) Br lineir footi9c
lit
H»
Note: A| lised on eicn tieoer trestle ipproicn to i steel span bein9 counted as a bridoe II ly linear footaje: aiS.OOO CI ti nuiber: n.l\t Spans; Iv linear footage ?40.|]S
21 to a wiority of your tuber trestles possess
al 0> ■ Open deO Ob OD
it - lallasi deck I
ei n ■ Pile bents P( pi i
Fl ■ fraee bents
cl S - Single story bents S !
fl ■ nulti-story bents
|
06 it> |
OD |
01 sit |
OD SIX |
OD |
OD <t |
|
|
■ 0 »\ |
ID |
<J« |
•b an |
S4 |
||
|
PI 101 |
PI |
PI |
PI 0S\ |
PI |
PI |
|
|
fl lot |
ri SI |
|||||
|
S "« II It |
s |
s |
s «?« fl i« |
S |
s |
496
Bulletin 718 — American Railway Engineering Association
3) »)M Coop«r'5 t lo>(lin<i do you currmllt aesun your tiiter trtstlts for
n2(«) EtO(E) E65(!| E60{C)
in
Itl
E70
(El
«) Hive botn nj iii EBO 0esi9n$. in ^enerallr uses except >nen i leep oridqe ]S needed (
81 Ne« Inter trestles M»e not teen Ouilt since 196' eicept on industrial trans
C) EtO lor old trestles; ne» trestles are steel
D) Mo Ion9er desi9n neH tieber trestles
E) Currently not desi9ninq tieoer trestles. Hut if iriev did aouH tie E80
HtSPOHCEKI 41 mial species t 9rades ol tiittr ire specified for tlie toUoiiifn cowonents'
|
al lies |
HE (L) |
OF 11 Str Pil |
(6) |
Oak |
(E) |
(Gl |
|
61 Stnnqers |
Df (LI |
OF II Str ejs |
DF-SS |
IC) |
(81 |
DF-t578 |
|
CI Caps |
DF (11 |
DF II Str 81S |
DF-SS |
Oak |
(81 |
DF-L578 |
|
d) 'lies I Class |
S Pine |
l«l |
(61 |
Oak |
(81 |
|
|
of piles |
t DF |
Class » |
Class A |
|||
|
e| Oosls/nudsills |
OF (11 |
OF II |
(8) |
Oak |
(81 |
|
|
f) tradin9 Holes |
MCUI SPIB |
NLG« |
([■) |
mn |
SPI8 |
NLGA |
|
Pine |
DF II |
|
DF |
DF - SS |
|
Pine |
OF - SS |
|
Pine |
OF |
|
(01 |
Class « |
|
Pine |
OF SS |
|
(fi |
IICLI8 |
|
(» |
lEI 60 |
|
101 |
lEl to |
|
AK« |
|
|
Class 1 |
|
|
10) |
|
|
IICLI8 |
(El |
|
imi« |
A) OF, pine, larcn. taearac, spruce t cedar ■ class of piles to SB's o»n spec
8) Soutnern yellon pine. Dense Structural 6S
CI Longleaf vellOM pine or Douglas fir
Dl SPIB. PL423. UCLA. Pules 130a, JIOO. IKc; for piles. SP's oun spec
El Soutnern yello» Pine
F| Strin9er5: Douglas fir - kcla Rule 16. Para. 130a. HOP t 'Mc. bo« neart not to e»ceea 25«
yellon pine: SPIB • for lies Dense Structural 72, Caps: Dense Structural 65 and Posts rougn vellon pin(
Gl OF i Nestern heilock; 11 Structural 8SS Par, 1306
H] Douglas fir or oak
n "ClIB Book 16 for OF; NKLA for oak
Jl DF Select Structural or II Structural
K) Southern yelloM pine or Douglas fir; Class II
II aCLiB lule 16 130a. 1300. I3la. ISIb and m case of respondents il 1 112, Coapany s oun spers for piling
»l », Coast DF - 'Select Structural 130a or red/«nite oak - Select Car Stock • Select Dnensions
M) ». Coast OF - "Select Structural'
0) rea/»Mte oak • 'Select Car stock - Select Dnensions'
PI No longer purchased
0) Railroad's oun specification
Dense Structural 65.
NLGA: National Luiber Grades Authority SPIB: Southern Pine Inspection Bureau NCLA: Nest Coast Luiberien's Association
APEA: Aoerican Pailuay Engineering Association KHIA National Hardaood Luaber Association NCLIB Nest Coast Luiter Inspection Bureau
DF : Douglas fir
SS : Structural Select
RESPONDENT 12 3 15 6
5) Nhat aUonable unit stresses in psi are used for suing the coiponents in:
00 1550 BO 1038
bl Longitudinal Shear
CI Coipression 1 1 parallel to gr,
1600 Fir
1000 Oat
85 Fir
110 Oak
1100 Fir
1000 Oal
625 Fir
365 Oak
01 Any alloxance for lapact lade in addition to unit stresses stated above^ N ■ No; I ■ tes; If yes. the itpact factor used
A| 1750 psi for overload
B) 105 PSI for overload
C) 1275 PSI for overload Dl 465 PSI lor overload
El 601 Open deck; 40) Ballast deck, stresses given include the iipact
F) the above stresses are lor E72 Design, £80 Design is as lollons Fie«i
CI Depending on depth
00 1284 psi long. Shear • OD 88 psi BD 1136 PSI - 8D 84 PSI
Published as Information
497
6) *lly toimils or ollitr ptrtintnt intoriilion
BESPONDEMI 1
Notes: A) Tuber uestles are not built on nejvv traffic lines except for falseMork.
eeer9encies or other teeporary use il for oetereining lonqiiuoinjl snejr. first Kle IS considereo to be equjllv
supported over tnree ties CI He currently do not design tuber bridges to tne neii tuber specifications
(1«8J Hit Cbjpter J) Dl Typical plans furnished to shoH details of earlier construction El He use the NHLA allonable stresses shoan in cn. I for Oak ( adjust doanaard
since original Table aas for \til i Oak is no longer stress rated
DESltK DETAILS
II TricH al Do you use guard
I bridges' |I ■ les;
b] If yes, hoR far apart are they spaced froe the i
10
(Al
7.5
lis in inches. 10 flin
notes: A| 9 1/2" to 14 3/4"
81 10' belaeen rail heads.
CI Guard rails not used on all bridges; only those that aeet cer
Dl ir betaeen flangeaays
|
2IDecli |
|
|
al Open Deck |
|
|
il Ties: nidin linl |
|
|
ill Depth (ml |
|
|
ml Length |fi| |
|
|
l»l Spacing lin |
|
|
v| Spacer Bar/Guard |
lib |
|
yil Is GT notched for |
ties |
|
vnl Lining spikes alt |
ties |
|
(ESPOIfDENT |
Al Unless aelded rail is used
Bl 5/8' X 10' aasher head; drive spike through guard tuber in
CI S! ahen replacing decks; GI for original construction
Dl Every tie
£1 Every ath tie drift bolted to stringers
E| Every other tie on curves; every aih tie on tangent
G) Boll every 3rd tie and rest spiked all through guard tuber'
Ikes
|
HI Eve |
ry 3rd tie |
|
11 use |
1/r « 10' boat |
|
bl Ballast deck |
|
|
il Ties. Nidth (ml |
1 |
|
111 Depth (ml |
7 |
|
ml length (ftl |
8.S |
|
lv| Spacing (inl |
varies 2 |
|
v| Bal. depth beloa ti |
e 8 7 |
|
VI 1 Curb Tuber: mdth |
8 1 |
|
ml Depth |
14 10 |
6-7.5
8 20 5
Itotes: Al Steel sides
Bl Plus 2 in Hiser Blocks CI c/a 2 > 3/8 in steel brace D) No ballasted liiber decks
do you usi
Iding:
1 1 Nalkaays OS-one side 8S-both sides
498
Bulletin 718 — American Railway Engineering Association
Hone 125'»i
(Jl No ID) aoK
([SP0K6EMI
3) Spans i) Stringers:
A) As reauirea Dy operating conditions
81 Not used
C) OS - All rebuilt triages; !S • over Mgn»a»s as conoitions narrant
0) OS - Near smtcn; BS - yard
E) OS-Old std: trestles mtnin \ 1 iiles of s«itcn on smtcnstand sue
eS-Ne> std: Ail rebuilds or redecks fl OS NitMn vara Imts, «itnin JOO ft of point of sullen or i' state Ian reouires C) 6S »ltnin ,ard luits or ISO ft of a 5«ltcn
H) US onl». Botn sides if near area nea»ily used by operating personnel II One at iiddle of all trestles ISO -300 ft at ISO ft intervals on alternate sides
Trestles exceeding 300 ft at ISO ft intervals on alternate sides J] Distance froi abuteent to refuge and betiieen refuge bays not to eiceed 300 ft.
Refuges to be located on alternate sides of the track K) Transportation Dept- Requiretents L) Railroad's o»n Criteria
N) BS in yard halts, all otfiers OS, Delerained by Transportation Operations 01 Depends on Nhat Division feels it needs
ffuaber Nldtb linl Deptn (ml Stringer cnords (distance betaeen ft-
i; lolEI
<-ll 5-3
Notes:
A) OD: 112 6-10 » 18; EBO B-IO X BO: Not used, E80 10-10 < 18
B) BD: I2-; 3/4 X 1<; OD: 12-6 3/<
CI Nuiber I sue vary
Dl 00: e-e I 18; BD: lO-B > IB
El Sue to IS 3/« in
Fl OD: 6-10 > 20; BD: 8-10 > 20
Gl 8-7 X 16 ebord centers : S'O'
10-7 I 16 spaced
H) dressed
Lengtn (centre to centre of bents! Interiediate bents (fll 13. B IS 1
End spans IftI 13.2 l< S 13
) Do you closely pacii stringers in chord under
|
IS |
13 |
IS |
13 |
12-14 |
13 |
|
l< < |
12. « |
l< < |
12.4 |
12-14 |
13 |
|
1 13-10 |
|||||
|
for SS |
If not. spaced noH
far apart' (in i - - vanes
ml Are stringers on every span siiply suported or are alternate stringers i
No No Varies Ni
SS Sliply supported CS: Alternate Continuous
CS
CS
CS
CS
ntereeoiate supports'
I For ballast deck trestles, in suing stringers. 100> of the load, sot of the load or no load at
onsider the jai
0> N/A
Do you site the ends of stringers by notching If yes, uhat sue of notch is used' (in,l
irder to properly bear tnei <
1/2
Motes: A| Sued to 16 3/4 in over caps
Bl Stringers are packed tight if all stringers in bridge replaced. Originally stringers >ere spaced
•ith a 1 1/2 in packer nasher C| Do not build BD tuber trestles D| Generally no, othermse only to ensure a proper fit El 1/2' gap betaeen stringers t t per rail Fl 0 - 8' lap chord design CI 2 separators
Published as Information
499
Deptd (in)' Lenjtn IftI
111 Piles - I per teni Spacing of pilcs/posls (r
mi
li
IS S
00 14 BD 16
13.S-1S (81 H-16 (Bl
al Inl piles/posts c/ &) Outer piles/posts
S t 6 S>6(EI 6 S 6
■ centerline of Pent at boltoi of cap for:
(Dl yr (F| !'(,■ Vanes (F| !'0-
01 S'O' (F| TO- Varies
1 Up to what neigfit (cap to groonoi ao you not provide any Patter in piles/post'.'
All
«l Hood: ? - 8' < 16' x U'; Concrete: 15" X IS" X IC
S) Hood: U" X U" X 11'; Concrete: IS" X IS' X H'
C) Hood: 14" X 14" X 14'; Concrete: 14' X 14" X 13' (Open deck
t) 5: 2'6', S'4"; 6: !'3", S'4"
E) S end, 6 interior
f) BO: r«", 4'0', 6'4"; 00: \'l' . 4'0', 6'0"
CI 00: 2'r. 4's"i BD rs i/r. ri 1/2"
H) All bents have 4 patter piles
I) Older design for 80 shons 6 pile Pents
J) 2'0" for 6 > 3J' Height; 2'6" for 5 '• 37' Height
«) Sued sis to 13-3/4"
I) Kood: 14 X 14 V 14'; conc . 14 «IS « 12' (open deck onlvl
B) r-3' or r-0"
H) <4' 8/« - ground
KSPOHHEH' 1 2 3
tfnat IS the aiount of batter generally provided to
0 varies 1.5 2.5 varies 3
00 12
BO 16
005,806 5t6lll
a| Int piles (in 121' 1 I
bl Outer piles lin 121' 2 2
cl Biddle piles (in 121' ....-...- ici
iv| Noiinal iinitut diateter of piles specified for:
lop lltl)' S-l 12 l«l 14 14 12 14 I4IDI 14
Bottoi (in)' 14(0) 'IFI lai 8 8 8(0 g 8 ■> 8
a) Piles are driven to provide what iin carrying capacity each (tons)'
25 20 BO 23 30 30 25 (8) 20 40 I! I
00 21
bl Noiinal sue of posts I2>I2 12>12 12>12 I2>I2 12<12 I2«I2 12il2 I2>12 14<I4 I2«14
Koles: «) Iop:<50' 13". >S0' 14'; Bol : <50' : «', >50' : 8' B) Ho longer driven CI al 00 • )/B"; 80 - 1 3/8' bl 00 - I 3/4"; 80 ■ 2 1/2' cl 00 - 0". BO ■ 1/2"
01 3 ft. froi bent
I) At least capacity req'd per design F) Piles under 40' length tl For piles 50' • 60' HI Design 18 tons - Drive 25 tons
vl miat IS ivg. storey height of your pents (ft I
aeSPONDEHI I 2
S) Any comiit« or urtiinnl infartition*
Don't build 8D trislles
Cl OIHtIS
1) mut nteruls ir« appim to mtt tor Iht folloiiihg:
ilUealient' (F) It) ties(CI Conc
0th (A|
500
Bulletin 718 — American Railway Engineering Association
atinq
None
None
Nonflit
A) S0» Creosote. 50X Petroieui iulure
8) Creosote
C) 30i Creosote. lOX Petroieui iix
D) None for general gse. For specific case, Non-flai on top of deck £1 Aroan on lies anfl tie spacers
F) mx Creosote
e) No i Creosote or creosote - coal tar solution
HI 60/40 Creosote/coal tar or lOOX Creosote - 10 Ibs/cufl retention
I) NO. 1 Creosote; 8 lbs
J) 80/20 CCTS or Harine treatient
ill) Proteclue taterials betneen cotponents such as bel-een stringers and cap. cap and pile cut-off, etc Stringer - cap • ■ None None Hone (F) -
Cap - Pile cut-off (A) (6) (C) None (E) (J) None (fli Epo«y
RESPONDENT
Top of piles to be protected, cut, tapered, SMabbed mth creosote sealing compound,
fabric (5 o; Nitri 2S - 36 threads and then again sealing coipound
Hot creosote plastic ceient and cotton fabric on pile cut-offs only
Coal tar pitch saturated cotton fabric and plastic cetent betneen cap and pile cut-off
20 ga. galv iron
Pile pads on top padding
doofing felt or 1/^ in. treated pli^MOOd or neoprene
10 lb iin roofing betiieen cap S pile
0 0024 nnc sheet tjetMeen cap and pile No other used
Apply roofing paper to pile caps
Heavy roofing felt or neoprene
Ali piles ftave been sai«n off, tops of piles to receive 3 coats of hot creosote I I :oat
of list grade A ashphalt 6 22 ga galv. iron on pile cover applied
Subber 1/or roofing lastic to protect field cut ends,
6S lb. tin. footing between cap and pile
2] What are the lam laintenance propositions you coiionly encounter on your trestles^
'O
(D)
IE)
A) Decay in soie areas, lechanical vear in others. has all but eliimated cap lamtenance orobleis
B) Splitting of caps & decay in contact area of cap' CI Cap failure on heavy tonnage lines. Precast prestresse D) Bad piles and caps
£) In the past, the crushing ( splitting of tuber caps
F) Tighten fasteners, repair headnalls. replace caps i add
G) Decayed tiaber.
H) Broken caps, puiping piles on non-standard 4 pile bents
I) Chord shifting on caps, especially on lines mth heavy <
About one or two bridges destroyed By fire each year
J) Peplacetent of stringers, caps & piles. Lining of track
K) Line i surface, buUfiead shifting, debris
L) Tiiber decay adjacent to bolls, drift pins and ground 1
N) Bolt hole decay, crushed caps
lent of titber caps i
tnngers
a cone caps .
cone caps alleviate this provlet
lit coal tram tonnage
Xeep line S surface 6oUs tight.
RESPONDENT 1 ? 3 4 S 6 ^ B 3) Mould you like to suggest any iiproveients in the current design practice of tuber trestles''
A) Use CUP around base of piles for ice/tire orotectioi IJse tiaber piles only where high ( dry, use steel oi fiinuiie tiiber/steel contact
piles above ground or Hater level, cone caps t tuber stringers
4) ftny CQMents or other pertinent informion^
A) Hen tiiber trestles are currently etployed only in teip tracks I on branch lines
B) For over 60 yrs.. a program of replacing tiiber trestles Hith RC trestles
5) Wwe and telephone nuaber of a person iho. if necessary, lay be .contacted for seeking further clarificition of the anwrs provided above.
Coipiled: 30 Septeeber 198?
A Shakoor Uppal Chairean - Subcoiiittae 13 A (I.e. A. CoMittee 17
flevieyed: 31 October 1997
Revised la June
Index to Proceedings, Volume 89, 1988
-A-
Accounting. Manual Recommendations, 139
Application of Robotics in the Railway Industry, information report by Committee 16,
Economics of Plant, Equipment and Operations, 301 Armstrong, M. N., paper, "Concrete Tie Experience on the Burlington Northern", 273 Axle Loads, Heavy, paper by L. T. Cemy, 297
-B-
Ballast Fouling in Track, Causes of, paper by E. T. Selig, B. I. CoUingwood and S. W. Field, 381
Ballast, Manual Recommendations, 48, 58
Bridge on New Line Across Metlac Canyon, 410 Foot High Double Track, National Rail- ways of Mexico, presentation by A. Hernandez L., 343
Bridge Reconstruction near KM 127 on Mainline from Coatzacoalcos to Salina Cruz, Na- tional Railways of Mexico, paper by E. Ramirez C, 454
Budgeting, Planning and Control, Manual Recommendations, 168
Buildings, Committee 6 — Annual Report, 12 — Manual Recommendations, 83
Burlington Northern Railroad, Concrete Tie Experience, paper by M. N. Armstrong, 273
Canadian Pacific Rail, Ventilation System for Mount MacDonald Tunnel, paper by S. S.
Levy, 460 Cartographic Specifications, Manual Recommendations, 152
Caso L., Andres, Director General, National Railways of Mexico, Dedication to, 435 Catenary, Manual Recommendations, 206 Causes of Ballast FouUng in Track, paper by E. T. Selig, B. L CoUingwood and S. W. Field,
381 Cemy, L. T., paper, "Presentation on Heavy Axle Loads", 297 Clearances, Committee 28
— Annual Report, 34
— Manual Recommendations, 189 CoUingwood, S. I., paper, "Causes of Ballast Fouling in Track", 381
Concrete Structures and Foundations, Committee 8
— Annual Report, 14
— Manual Recommendations, 107, 202 Concrete Tie Experience on the Burlington Northern, paper by M. N. Armstrong, 273 Concrete Ties, Committee 10
— Annual Report, 17
— Manual Recommendations, 124 Construction of the Channel Tunnel Linking the United Kingdom and France, paper by
W. B. Frank, 260 Continuous Welded Rail, Laying and Maintenance Policies by the UP, IC and NS Railroads,
353 Continuous Welded Rail, New Laying Procedure. Manual Recommendations, 80 Control, Planning and Budgeting, Manual Recommendations, 168 Cover Articles, 1988
—Double Slip Switches, 212
— In the Tropics, 1
— Scenes from the 1988 A.R.E.A. Fall Technical Conference in Guadalajara, 436
—Thoughts at 160 m.p.h., 330
501
502 Bulletin 718 — American Railway Engineering Association
CSX Transportation, Emergency Response to Tunnel Fire at Sproul, WV, 371 Culverts, Manual Recommendations, 40
-D-
Dedication to Andres Caso Lombardo, Director General, National Railways of Mexico, 435 Design Practices of the Railroad Timber Trestle, Current, information report by Committee
7, Timber Structures, 488 Detection Method for Harmful Inclusions in Rail Steels, paper by K. Sugino, H. Kageyama
and H. W. Newell, 230 Diesel Repair Facilities, Design Criteria, Manual Recommendations, 84
Double Slip Switches, Cover Story, 212
-E-
Economics of Ballast Cleaning, information report by Committee 22, Economics of Railway
Construction and Maintenance, 320 Economics of Plant, Equipment and Operations, Committee 16
— Annual Report, 26
— Information Report, "Application of Robotics in the Railway Industry", 301 Economics of Railway Construction and Maintenance, Committee 22
— Annual Report, 28
— Information Report, "Economics of Ballast Cleaning", 320
— Information report, "Economics of Utilizing Various Track Fixation Systems on
Wood Ties", 426 Economics of Utilizing Various Track Fixation Systems on Wood Ties, information report
by Committee 22, Economics of Railway Construction and Maintenance, 426 Electrical Energy Utilization, Committee 33
— Annual Report, 36
— Manual Recommendations, 205 Electrification Systems, Railroad, Manual Recommendations, 206 Emergency Response to Tunnel Fire at Sproul, WV on CSX, paper by T. P. Schmidt and
J. P. Epting, 379 Engineering Education, Committee 24
— Annual Report, 30
— Information Reports "Recruiting", 326 and 433 Engineering Records and Property Accounting, Committee 1 1
— Annual Report, 19
— Manual Recommendations, 133 Environmental Cleanup, Laramie Tie Plant on the Union Pacific, paper by R. C. Kuhn, 400 Environmental Engineering, Committee 13
— Annual Report, 21
— Information Report, "Solid and Hazardous Waste Management — An Overview of
Regulations", 410
— Manual Recommendations, 183 Epting, J. P.. paper, "Emergency Response to Tunnel Fire at Sproul, WV on the CSX". 371 Evolution and Application of Rail Profile Grinding, information report of Committee 4. Rail.
paper by A. M. Zarembski, 471 Excess Dimension Loads, Field Handbook of Recommended Practice for Measurement of.
Manual Recommendations, 190
Index to Proceedings 503
-F-
Fall Technical Conference in Guadalajara, Scenes from, 436
Field Handbook of Recommended Practice for Measurement of Excess Dimension Loads, Manual Recommendations, 190
Field, S. W., paper, "Causes of Ballast Fouling in Track", 381
410 Foot High Double Track Bridge on New Line Across Metlac Canyon, National Rail- ways of Mexico, presentation by A. Hernandez, L., 343
FRA Track Safety Research, paper by J. W. Walsh, 449
Frank, W. B., paper, "Construction of the Channel Tunnel Linking the United Kingdom and France", 260
-H-
Heavy Axle Loads, paper by L. T. Cemy, 297
Hernandez L., A., presentation, "410 Foot High Double Track Bridge on New Line Across
Metlac Canyon", National Railways of Mexico, 343 Highway-Rail Crossings, Committee 9
— Annual Report, 16 High Speed Rail, new Committee 17, 331
Illinois Central Railroad, Laying and Maintenance Procedures for CWR, paper by D. A.
Lowe, 358 In the Tropics, Cover Story, 1
-J-
Janosky, J. R., paper, "Rail Profile Maintenance Programming", 465
-K-
Kageyama, H., paper, "Detection Method for Harmful Inclusions in Rail Steels", 230 Kish, A., paper "Recent Results in Track Buckling Research", 281 Kuhn, R. C, paper, "Laramie Tie Plant Environmental Cleanup", 400
Laramie Tie Plant Environmental Cleanup, paper by R. C. Kuhn, 400
Laying and Maintenance Policies for CWR, Norfolk Southern, paper by P. R. Ogden, 364
Laying and Maintenance Policies for CWR, Union Pacific Railroad, paper by J. M. Sund-
berg, 353 Laying and Maintenance Procedures for CWR, Illinois Central Railroad, paper by D. A.
Lowe, 358 Levy, S. S., paper, "Ventilation System for Mount MacDonald Tunnel", 460 Lining Railway Tunnels, Manual Recommendations, 108
Local Public-Use 1ft. Sin. (50cm) Gauge Railways in the Yucatan Peninsula, 334 Local Yard, Manual Recommendation, 188 Lowe, D. A., paper, "Illinois Central Railroad, Laying and Maintenance Procedures for
CWR", 358
-M-
Macroetch Standards for Rail, Manual Recommendations, 71 Maintenance of Way Work Equipment, Committee 27
504 Bulletin 718 — American Railway Engineering Association
— Annual Report, 32 Mexican Railway Network: Recent Achievements and Outlooks, paper by G. Rivera D., 442 Mount Mac Donald Tunnel, Ventilation System for, paper by S. S. Levy, 460
-N-
National Railways of Mexico, "410 Foot High Double Track Bridge on New Line Across
Metlac Canyon" presentation by A. Hernandez L., 343 National Railways of Mexico, "Reconstruction of Bridge near KM 127 on Mainline from
Coatzacoalcos to Sahna Cruz", paper by E. Ramirez C, 442 National Railways of Mexico, "The Mexican Railway Network: Recent Achievements and
Outlooks", paper by G. Rivera D., 442 Newell, H. W., paper, "Detection Method for Harmful Inclusions in Rail Steels", 230 Noise Barrier Technology, Manual Recommendations, 183 Norfolk Southern, Laying and Maintenance Policies for CWR, paper by P. R. Ogden, 364
-O-
Ogden, P. R., paper, "Northern Southern, Laying and Maintenance Policies for CWR", 364
-P-
Peterson, W. B., paper, "Presidential Address" 217 Presentation on Heavy Axle Loads, paper by L. T. Cemy, 297 Presidential Address, paper by W. B. Peterson, 217 Planning, Budgeting and Control, Manual Recommendations, 168
-R-
Rail, Committee 4
— Annual Report, 8
— Information report, "The Evolution and Application of Rail Profile Grinding", paper
by A. M. Zarembski, 471
— Information Report, "Rail Statistics", 408
— Manual Recommendations, 71 Rail, Manual Recommendations, 71 Rail Profile Grinding, Evolution and Application, information report of Committee 4-Rail,
paper by A. M. Zarembski, 471 Rail Profile Maintenance Programming, paper by J. R. Janosky, 465 Railroad Electrification Systems, Manual Recommendations, 206 Rail Statistics, information report by Committee 4, Rail, 408 Rail Steels, Detection Method for Harmful Inclusions, paper by K. Sugino, H. Kageyama
and H. W. Newell, 230 Rail Transit, Committee 12
— Annual Report, 20 Railways in the Yucatan Peninsula, Local Public-Use 1ft. 8in. (50cm) Gauge, 334 Ramirez, C, E., paper, "Reconstruction of Bridge near KM 127 on Mainline from Coatza- coalcos to Salina Cruz", National Railways of Mexico, 454 Recent Results in Track Buckling Research, paper by A. Kish, 281 Reconstruction of Bridge near KM 127 on Mainline from Coatzacoalcos to Salina Cruz,
paper by E. Ramirez C, 454 Recruiting, information reports by Committee 24, Engineering Education, 326, 433 Research, FRA Track Safety, paper by J. W. Walsh, 449 Roadbed, Manual Recommendations, 41
Index to Proceedings 505
Roadway and Ballast, Committee 1
— Annual Report, 4
— Manual Recommendations, 40 Robotics, Application of in the Railway Industry, information report by Committee 16,
Economics of Plant, Equipment and Operations, 301
Scenes from the 1988 A.R.E.A. Fall Technical Conference in Guadalajara, 436 Scales, Committee 34
— Annual Report, 37 Schmidt, T. P., Paper, "Emergency Response to Tunnel Fire at Sproul, WV on the CSX",
371 Selig, E. T., paper, "Causes of Ballast Fouling in Track", 381 Slurry Walls, Manual Recommendations, 114 Solid and Hazardous Waste Management — An Overview of Regulations, information report
by Committee 13, Environmental Engineering, 410 Steel Structures, Committee 15
— Annual Report, 24 Sugino, K., paper "Detection Method for Harmful Inclusions in Rail Steels", 230 Sundberg, J. M., paper, "Union Pacific Railroad, Laying and Maintenance Policies for
CWR", 353
Switches, Double Slip, Cover Story, 212 Systems Engineering, Committee 32 — Annual Report, 35
-T-
Taxes, Manual Recommendations, 163 Thoughts at 160 m. p. h., Cover Story, 330 Ties and Wood Preservation, Committee 3
— Annual Report, 7 Ties, Concrete, Manual Recommendations, 124 Timber Structures, Committee 7
— Annual Report, 13
— Information Report, "Current Design Practices of the Railroad Timber Trestle". 488
— Manual Recommendations, 106 Timber Trestle, Current Design Practices, information report by Committee 7, Timber
Structures, 488 Track Buckling Research, Recent Results, paper by A. Kish, 281 Track, Committee 5
— Annual Report, 10
— Manual Recommendations, 80 Track Fixation Systems on Wood Ties, Economics of, information report by Committee 22,
Economics of Railway Construction and Maintenance, 426 Track Measuring Systems, Committee 2
— Annual Report, 6 Track Safety Research, FRA, paper by J. W. Walsh, 449
Tunnel Construction, Linking the United Kingdom and France, paper by W. B. Frank, 260 Tunnel Fire at Sproul, WV on the CSX, Emergency Response, paper by T. P. Schmidt and
J. P. Epting, 371 Tunnels, Lining, Manual Recommendations, 108
506 Bulletin 718 — American Railway Engineering Association
Tunnel Ventilation, System for Mount McDonald, Canadian Pacific Rail, paper by S. S. Levy, 460
-U-
Union Pacific Railroad, Laramie Tie Plant Environmental Cleanup, paper by R. C. Kuhn,
400 Union Pacific Railroad, Laying and Maintenance Policies for CWR, paper by J. M. Sund-
berg, 353
Vegetation Control, Manual Recommendations, 61, 66
Ventilation system for Mount MacDonald Tunnel, Canadian Pacific Rail, paper by S. S. Levy, 460
-W-
Walls, Slurry, Manual Recommendations, 114
Walsh, J. W., paper, "FRA Track Safety Research", 449
Waste Management, Solid and Hazardous, An Overview of Regulations, information report
by Committee 13, Environmental Engineering, 410 Waterproofing, Manual Recommendations, 202 Wood Ties, Economics of Utilizing Various Track Fixation Systems, information report by
Committee 22, Economics of Railway Construction and Maintenance, 426
Yards and Terminals, Committee 14 — Annual Report, 22 — Manual Recommendafions, 188
-Z-
Zarembski, A. N., paper, "The Evolution and Application of Rail Profile Grinding", 471
Notes
Notes
-t iUk«>«
I ^
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■*?'"-« .-<•
K?
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