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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.

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^E

C. p. DAVIS

W. B. DWINNELL, III

D. V. SARTORE

C. J. BURROUGHS

19861988

19871988

1985-1988

1986-1989

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

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

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

71
80

106

107. 203

124
133

183

189

205

AMERICAN RAILWAY
ENGINEERING ASSOCIATION

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

AMERICAN RAILWAY ENGINEERING ASSOCIATION

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

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.

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.

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.

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.

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.

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.

(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.

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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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

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

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.

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.

PrDposed Manual Changes 51

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.

52 Bulletin 714 — American Railway Engineering Association

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.

Proposed Manual Changes

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*

• 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.

60 Bulletin 714 — American Railway Engineering Association

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.

62 Bulletin 714 — American Railway Engineering Association

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.

64 Bulletin 714 — American Railway Engineering Association

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.

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

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

(Tie & Berm)

out-of-face

Yard

14'

Center

—

14'

1.75

Branch

—

10 + 8= 18'

1.25+ 1 =2.25

Main or Br.

—

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'

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.

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

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

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

Figure 9.6 Central Web Streaking Extending into Head

Figure 9.7 Scattered Central Web Streaking

Bulletin 714 — American Railway Engineering Association

Figure 9.8 Scattered Segregation

Figure 9.9 Subsurface Porosity

Proposed Manual Changes

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

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.

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.

(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

(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.

Bulletin 714 — American Railway Engineering Association

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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

Administration

Motive Power

Engineering

Maintenance of Way

Communications

Materials Handling

Site Constraints

Adjacent Tracks

Adjacent Buildings

Noise Impacts

Underground Utilities

a. Electric

b. Gas

c. Steam

d. Air

e. Communications

f. Sewers

g. Water

Above Ground Utilities

a. Electric

b. Gas

c. Steam

d. Air

e. Communications

Utility Easements

a. Electric

b. Gas

c. Sewers

d. Communications

Future Expansion

Soils Conditions

a. Bearing Capacity

b. Water Table

Parking

a. Employee

b. Company Vehicles

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

Services and Utilities

Lighting

Access

a. Ramp

b. Stairs

Track Support

Storage Items

Material Movement

Platforms

Height

Clearance

Services and Utilities

Access

a. Ramp

b. Stairs

Storage Items

Material Movement

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

Interferences

Ducts

Lighting

Piping

Trenches

Structural

Fire Protection

Cranes

Fork Tracks

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

Bulletin 714 — American Railway Engineering Association

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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.

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.

P=, + Pc

For cohesive soils

Pa = ^ "' - 2SuH

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^ ^"'"^'

P2 = (H-Hw) J K^ (H^)
P. = (Hw Vk. '^

116

Bulletin 714 — American Railway Engineering Association

P = H \ (Hvv)

i^w "w O w

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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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.

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.

(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

125

65
60

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35

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

400

350

325

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275

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175

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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 1.5.1.1

130 Bulletin 714 — American Railway Engineering Association

rf-j

Prestressed Two-Block
Ties

19 20 21 22 23 24 25 26 27 28 29 30 3'
Center to Center Tie Spocing in Inches

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

(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.

136

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

138 Bulletin 714 — American Railway Engineering Association

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

139

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.

140

Proposed Manual Changes

141

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

143

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.

144

Bulletin 714 — American Railway Engineering Association

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

146

Bulletin 714 — American Railway Engineering Association

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

147

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

148

Bulletin 714 — American Railway Engineering Association

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

149

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.

150 Bulletin 714 — American Railway Engineering Association

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.).

(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.

Proposed Manual Changes 151

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.

(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.

(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.

152

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.

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

154 Bulletin 714 — American Railway Engineering Asscx:iation

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

(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.

156 Bulletin 714 — American Railway Engineering Association

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.

Proposed Manual Changes 157

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

(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

158 Bulletin 714 — American Railway Engineering Association

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

(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.

(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),

160 Bulletin 714 — American Railway Engineering Association

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.

162 Bulletin 714 — American Railway Engineering Association

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.

163

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.

(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.

(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

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.

(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

(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.

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

(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

(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

(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)

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)

4.3.6.3 Projects should be classified as either o\ the following:

(a) Return on Investment (ROD

(b) Mandatory (safety, environmental, etc.)

(d) Replacement

(e) Discretionary

172 Bulletin 714 — American Railway Engineering Association

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

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

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

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

176 Bulletin 714 — American Railway Engineering Association

(b) Material -

Gas - Oil - Service
Other track material
Fuel roadway machines
Small tools
Office supplies

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

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

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

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

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

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

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

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)

(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

(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

(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

(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

4.7.5.2 Operating Budget Implementation

The available data should be input by:

(a) Gang numbers by project

(b) Gangs by Regions

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

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

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

'•V2W--V2W-

M i; iop_ov

CYLINDRICAL
(End

TYPE LOAD
View)

MACHINERY
(End

BOX TYPE LOAD
(End View)

TYPE LOAD
View)

194

Bulletin 714 — American Railway Engineering Association

;

lQO(_j

iid

SINGLE LOAD DIAGRAM

a
\

Q
c

c
o

SINGLE END OVERHANG
LOAD DIAGRAM

Proposed Manual Changes

195

/
a

J '

r\^

DOUBLE CAR LOADING
DIAGRAM

&kL

''~i

ill.

-e

a
\

TRIPLE CAR LOADING
DIAGRAM

196

Bulletin 714 — American Railway Engineering Association

o
o
o

■g#

-JO

*-o

o -

t-o

JfVj

■f-

CENTER OF GRAVITY
DIAGRAM

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.

Proposed Manual Changes

197

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.

198

Bulletin 714 — American Railway Engineering Association

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.

Proposed Manual Changes

199

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.

200

Bulletin 714 — American Railway Engineering Association

File No.

EXCESSIVE DIMENSIONS LOAD REPORT

Phone
Time _

. Date

C>' in.nalt Nun.ui». Type

LOAD

CAR

& Class ol Hch Ca'

IDLER
CAR

LOAD
CAB

IDLER
CAR

vpeo L»diog

■ lue

Shipping Oite

Sn.ope-

Or>g,n

Dwt.n.lrO"

Contignee, Addr*

■1 & s.a

ngor T..r- T„ck

NO'Ti.i Houi. ISno,^ Jiinc

t.on & C.rr,.rl)

T»-e we.gr-i

Ctpacltv or Bter^olled
LO«a Lirrift

t WecgM

Gron W.igh,

Tr.nrv.r*. C Of G
Of Lftdlr^g

Cor^DinecJ
Cof G

Lor^giTufllnal
C of G

DIMENSIONS

H.,g., APOV.
Tor. of Rail

^^x:r- 1

f T

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

LENGTH

HEIGHT

WIDTH

LENGTH

HEIGHT

WIDTH 1

1 1

OTHER CAR DATA

CAR NUMBER

•c-

Truck

Cameri

Aula
Spacing

Wheai
Diameter

C o< G
of Car

LOAO CAR

IDLER CAR

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.

DIMENSIONS

TOP Of ««IL

£0l' v»l€NT I

F T

DIMENSIONS

HE'SMI «IOVt
TOF OF KAIL

EOUiVJLtNT 1
WIDTH 1

F T

DIMENSIONS

CAR NO.

CAR NO..

DIMENSIONS

"^oVJ/V»l'.' 1

tQUi»Al.fNT 1
• lOTH 1

F T

DIMENSIONS

MEIJMT 4»0Vt 1
TOF OF »»IL 1

t9UI¥»LENT 1
• lOTH 1

FT,

F T.

"t iGMT ISOVE
TOF OF KAIL

EOUIVAlENI 1

CAR N
D

MENSIONS

HCIOHT Atove

TOF OF MAIL

CiuiviLtNT 1
WIOTM 1

f T

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

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

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

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

B. J. GORDON

1986-1989

Chief Engineering Officer

Conrail

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

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

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any means — electronic, mechanical, photocopying, recording, or otherwise — without the prior written permission of the publisher.

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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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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-

■

■o

16-

^^^^1

^^^1

^^^^^H

^^^^H

14-

^^^1

^^H

^^^^^H

^^^^H

12-

^^^1

^^H

^^^^^H

^^^^H

^^^^^H

^^^^H

10-

^^H

8-
6-
4-
2-

1983

1987

+9.5%

Coal

5.276

5.811

+10.1%

Grain

1.377 1.505

+9.3%

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

^ 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

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

BECAUSE IT WORKS...

ON WOOD, CONCRETE AND SLAB TRACK.

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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

S i

0.79

0.26

1.17

0.014

0.015

0.003

0.0042

0.78

0.40

0.99

0.006

0.033

0.005

0.0039

0.80

0.41

1.11

0.016

0.009

0.030

0.0028

0.74

0.39

1.17

0.019

0.017

0.051

0.0065

0.79

0.24

1.19

0.018

0.009

0.010

0.0069

0.76

0.14

0.82

0.015

0.004

0.0030

0.0061

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

0.82

0.23

0.84

0.020

0.007

0.004

0.0056

0.0015

0.72

0.16

0.78

0.025

0.011

0.013

0.0023

S i

0.79 ! 0.25 '0.98' 0.014

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

S i

A £

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

0.76

0.16

0.92

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

2 8 1

2 7 3

2 8 3

2 9 8

2 9 7

(V)

3 1 8

3 5 9

Cr)

3 2 1

si)

2 6 6

3 7 2

2 9 0

2 6 1

3 1 6

i^)

2 7 8

2 5 7

2 7 3

2 7 9

2 7 2

H V

2 6 2

2 7 6

2 6 3

3 4 7

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

O ' 2. ,3.4

V Rail

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

q; 6 ~

6 4
Z 2

Fatigue damaged rails

CmE)

bW*

(X)

(S)

n^ . n , , n

o
oo

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

Initiation Depth
Gauge Corner Sur

from
ace

Crack Mode

Classification

Anrle

Gauge

Corner Sur

ace

(Flaking)

1
=oTD

1 Omni

(Shelling

) =*TD

TF or CF

90'

1 2fnn

Shelling

^TD

TF or CF

9 0*

' Sid.

1 2timi

Shelling

=>TD

TF or CF

9 0 •

Sid.

5 Bin

Shelling

•^TD

T 0"

' Std.

5 mm

She! ling

=>TD

7 0"

Sid.

5 mm

7 C"

Sid.

] 0 mrr

Sid.

1 0 mm

Shelling

7 0"

i Std.

8 mm

Shelling

6 0"

1 Std.

5 mm

Shelling

•=>TD

6 5*

1 Sid.

9 mm

Slum

Shelling

7 8'

! HH
i

1 3 mm

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

• N vP

▼Q

♦ u tv

■ V

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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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
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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)

Total Len?.thf p m)

0
" 1,3 0 0

550,450,100,200

250,100,150,100

6 0 0

200

2 0 0

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

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

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

150,100,100

3 5 0

Alumina Cluster Length (/um)

Total Length ( pm)

.^.

(^)

100, 220, no, 150, 220, 550, 320, 250, 250, llO

1 0

2, 2 8 0

100,100

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

270, 260, 150, 180, 320, 540, 120, 400, 480, 220, 250, 130

1 2

3:3 2 0

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

330

3 3 0

na Cluster Length (/um)

Total Length ( p m>

-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

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

# 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

1 1

A U

A V

O V'

/ -

• w

' -

D X
■ Y

R / '

IH--

■r,

' —

^.- /■ -

—

■p

// ■■

/D _..0

■•■ /

;■ / ,-'- ^ -

■~

- r r'l -

Oil

..■■// / / -

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■

. • / ; /V /

f^i / i\ '

•

■7 1^\ / / Y/

^ it

. ^-0^

1 • 1 , 1

5 10 15 20 25

Distance from surface (mm)

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)

0 mm

1 7

2, 9 1 0

T F or C F

1 0 mm

4 3

10, 1 00

T F or C F

I 2 mm

2 4

5. 8 1 0

Shelling

9 mm

1 6

5, 3 3 0

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

2.0

1.0

-9-

■^

0.7

1.0

-9-

4.3

-e-

-9-

-0-

-9-

■9-

0.7

-9-

2.0

-9-

■0-

-9-

0.7

■0-

2.7

-9-

1.0

-9-

2.0

■0-

0.7

-9-

1.0

(E)

3.3

2.0

■9-

0.7

1.0

-9-

(Q)

2.7

■9-

0.3

■0-

-0-

-9-

1.7

3.0

0.7

0.3

-0-

■9-

-9-

1.0

2.0

■e-

0.3

■9-

-9-

1.0

-0-

2.0

-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

0.096

0.008

0.104

0.221

0.004

0.225

0.050

0.008

0.058

0.083

0.004

0.087

0.067

0.008

0.083

(E)

0.208

0.004

0.212

0.154

0.004

0.008

0.166

0.154

0.004

0.162

(i)

0.075

0.012

0.004

0.091

0.058

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

0. 7

0.008

4, 9 1 0

3 4

2, 9 1 0

1 7

0. 3

0.004

10, 1 0 0

4 3

0. 3

0. 0 0 4

5, 8 1 0

2 4

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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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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problems caused by rail expansion and contraction I

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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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concrete shafts and buttresses. More serious was the severe deterioration in
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Structure Repair and Rehabilitation • Tunnel Grouting • Augered Piling • Erosion Control Systems

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

^920

Mode/ in

1929

Model 15

1950

Model 40

137 RAILROADS

around the world
have selected

..o^V

\o^

•«%^:;6.i:;^^:^>'

^<fG'?'':

.^loP^v.#^

Ca// 372 521-9200 or write

BURRO

BURRO CRANE INC.

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.

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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288

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

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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Paper by A. Kish

291

0 (lbs)

P^ UMJQUf fQvsft]

OMf-TO-ONE /q vs P)

100 TONS i75 TONS I 50 TONS T = 25 TONS

I l> = 0 TONS

P = 25 TONS

P = 50 TONS

P = 75 TONS

P = 100 TONS

10 15 20 8

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CKi^

uuLSUiUHkr

(PULL SPIKES IN SPAN. L)

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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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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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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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

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

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

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

. -jr '.#,• -

Customers say

'"Best holeplu^fng material on the markets

Fills spike holes completely • Sets up in seconds

Provides excellent spike • 2 models-TPR for rail gangs

retention and lateral stability XPG for ^aiigin*^

gangs

Tbmper^r

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2401 Edmund Road-Box 20
Girci'-VVesr Columbia. SC2<)17H)(I20
I SO J I 794-')loO

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

15 (PT) (1984)

2(PT)(1987)

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

320

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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

Operator

Laborer

Total

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

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

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

1200

0.8

1.0

N/A

3381

70.0%

50.0%

30.0%

0.0%

15.00

10.00

100

200

5900

3700

211200

800

1200

6000

8000

204400

202000

40572

67620

94668

135240

608580

1014300

1420020

2028600

195

168

218

172

321353

141696

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

B.S.
M.S.
B.A.

Total

0
1

Major Course of Study

Number of Graduates

1986 Distribution

1983

1984

1985

1986

Civil Eng.

Electrical Eng.

Business

—

Eng. Tech.

Construction Eng

Transportation

—

Other

Total

23
12

10
1
3
1
1
3

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$

inada — CA $

1985

1986

1985

1986

Overall Average

2161

2223

2214

2447

Masters

2700

—

2174

—

Bachelor

2122

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
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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

^ W'^''

"1^4?%^^

^.> V. >"■-

^
'i^.*^

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

-.^^•Ij*^

. " ■^i'/

•r^

mJ^2A 'ilL^ ^

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.

-V^:^

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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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PRESENTATIONS TO THE

A.R.E.A. TECHNICAL CONFERENCE

CHICAGO, ILLINOIS

MARCH 14, 15 and 16, 1988

If You Find This Ad
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in 1957

SOUTHERN

GROUP, INC. 4400 Shawnee Mission Parkway, Suite 200 • Shawnee Mission. Kansas 66205-251 8 • (913) 384-0401

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

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.

Holding power. Quality control. Technical support.
On-time delivery In short, the essence of quality

ESSENCE

OF
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Quality Rail Products
A415 W. Harriion St.
Suite 340
Hillside, IL 60J62
3121449-3040
Telex 5106012369

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

■ ilJIJT

i-iiHt* - DIST.

09-01-8S

•.■8-28-85

5 i/L- :; 1 -

«.

cur

^tOT ReOUIREO

|.'8-JU-8S

3" - 3"

cur

NOT REQUIRED

C«-3l-e5

2" - 2"

08-; I -8^

»y

2 1/2-2 1 .^

09-01-85

2" -2 1

o9-<:i 1 -ers

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09-01-85

7- I

09-0 J -85

09-.:il-B^

:■■' - . 1 .

08-r.l -S5

r.o

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oe-:i-B",

.t.

..,

08-:.l-85

2" - 2"

08- J 1 -85

2- - 2"

>•&-'.! -H5

■'. 1/r-

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

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.

One complete service.
Lowest cost per mile.

* A complete, objective test
of each rail from end to end.

* Simultaneous ultrasonic and
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*Sperry far surpasses every other
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thoroughness and research.

*One mileage charge pays
for everything.

*The lowest real cost per mile
and per defect found.

Details and technical assistance on request.

SPERRY RAIL SERVICE

SHELTER ROCK ROAD DANBURY. CONNECTICUT 06810
(203) 796-5000

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

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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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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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BALLAST

O O SUBBALLAST

SUBGRADE

Fig. 2 Sample Locations

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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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.

Site Location

Detectable

Contamination

Cutoff Wall -y

V^^

Old Alignment

Laramie

River 1

New All

^nment

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

Total

% Tota

140

AREA

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

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

0.40

lOORA

9,007

1.10

OTHER

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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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);

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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.

Republic

high speed steel

RAILROAD DRILLS

Large stock and same day shipment.
Call us toll free for information on these
and other new railroad cutting tools.
1-800-621-3462

II (M I I I I I M U I i I

TRACK MAINTENANCE

TIE MAINTENANCE

•i' km.

jJP^^iiJiwO- npiiMlSy

FOR RAIL CAR BUILDERS

SWITCH & SIGNAL USES

WWmgMgiywilwWiiiliKliiii i^ mmmmmmm

m^^S^mtem

RAIL CAR REPAIR & GENERAL MAINTENANCE SHOPS

(M I I I I 1 1 1 1 1 1 1 II I I 1 1 1 1 II I mi

Republic Drill Corporation 2058 66 North 15th Ave., Melrose Park, I L 60160
Tel: 312-865-7666 / Order Desk: 1-800 621-3462 / Facsimile: 312-865-1042

Track, Frog and Crossing Bolts

Bridge Bolts ^4" or 1" - Square or
Hex heads available In lengths to
serve your specific needs,
(no maximum length).

Bolts for rafl car repah- and mahrtiinance
Airbrake and Reservoir ntounting bolts
%-ll X 4^/e Angle Cock U-BoH

All bolts manufactured by Rodcford Bolt and Steel Company.
For additional Information write or caD:

ROCKFORD BOLT & STEEL CO

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

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

AutwtzMnfi NwtCmt

J I L

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

COMPLICATED?

(\ll H

^I 1 1

/p -o •

- <?-c9^"

C'c^X' c5#

Oouij/e -ii

:ryp)

■^^r/onS/ocA:

3£cr/o/v\

•you bet!

h\i^ we do it every day.

Send us your prints for a prompt quotation

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

Meet the

sliding

rail

. . . that will prevent huckling, pull-aparts, and other
problems caused by rail expansion and contraction I

«nley

For complete details write:

Conley Frog and Switoli Co*

Box 9188 1 Memphis, Tennessee 38109

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.

Specialists in Iceeping
Bridges in service

•TIMBER •STEEL •CONCRETE

Over 40 years of railroad experience.
Inspect. . . Repair. . . Treat. . . Strengthen

RAILROAD DIVISION
P O Box 8276 • Madison. Wisconsin 53708
608/221-2292 • 800/356-5952

WE'RE THE BRIDGE PRESERVERS

Maintenance of way equipment

designed with
the 21st century in mind. . .

^2^

utility Cranes
Skeletonizers
Track Grinding
Equipment

Accu-Trak

Adzers

Tie Handlers

Ballast Regulator
Brush Cutters
Cribbers

RRILUJRY TRRCHUJORHCOmPRnY

A SUeSIDIARV OF EVANS TRANSPORTATION COMPAN

2381 Philmont Ave. Bethayres, PA 19006 (215) 947-7100

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

—

Major Course of Study

Number of Graduates

1987 Distributions

1983

1984

1985

1986

1987

Civil Eng.

Electrical Eng.

Business

—

Eng. Tech.

Construction Eng.

Transportation

—

Other

—

Total

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

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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Engineers and Planners

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GATHER

Comprehensive Railroad
Engineering Services

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Washington, D.C. 20005
(262) 775-3300
Telex: 440413

Offices Worldwide

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Capabilities:

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Contact: S. D. Tayabji, Manager - Transportation

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AMERICAN RAILWAY
ENGINEERING ASSOCIATION

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

Published by Ihc American Railway Engineering Association, January. March. May, October and December

50 I- St , N W., Washmglon, DC. 20001

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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.

'*';" '^^^^^V

^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.

Paper by Ing. Gonzalo Rivera D. 445

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.

446

Bulletin 718 — American Railway Engineering Association

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

Paper by Ing. Gonzalo Rivera D. 447

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.

448 Bulletin 718 — American Railway Engineering Association

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

449

450 Bulletin 718 — American Railway Engineering Association

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

Paper by J.W. Walsh

451

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.

452

Bulletin 718 — American Railway Engineering Association

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

454

Paper by Ing. Eduardo Ramirez C. 455

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.

456

Bulletin 718 — American Railway Engineering Association

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.

458

Bulletin 718 — American Railway Engineering Association

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.

460

Paper by S. S. Levy

461

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

463

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.

464

Bulletin 718 — American Railway Engineering Association

Mogers t'ass
Ventilation System

.COOUIO F»N
IjU E QATt OPEN

'jt^SJSSstS"

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.

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.

465

466

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

468

Bulletin 718 — American Railway Engineering Association

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-

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

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

2.33

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

LU
O
<

—I
Q.
LU
DC

END

50-

40-

20-

10-

1980-1984 CURVE RERAIL (Projected)
PLAN

ACTUAL

\ /

PREDICTED FUTURE
CYCLE

■nr"
80

— r~
81

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

AAR1:20/!36RE

182ksi

154ksi

134ksi

123ksi

flanging?

yes

AAR 1:20/Curve Worn

142ksi

I27ksi

llSksi

113ksi

flanging?

yes

AAR1/132RE

460ksi

329ksi

240ksi

220ksi

flanging?

yes

AAR1/136RE

448ksi

421ksi

813ksi

224ksi

flanging?

AAR 1 /Curve Worn

327ksi

lOlksi

92ksi

87ksi

flanging?

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

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

g B

S =

^^^^— r

ggggg^^g^^'K^^^^^^g^^^^^i'^iX^^

,6^

. e
o «

z 5

iZ O
** Z

Q. Oi i_ O (U C •— "TJ CT^ <1>

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>

01 sit

OD SIX

OD <t

■ 0 »\

<J«

•b an

PI 101

PI 0S\

fl lot

ri SI

S "«

II It

s «?«

fl i«

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)

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«

([■)

SPI8

NLGA

Pine

DF II

DF - SS

Pine

OF - SS

Pine

(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

(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

111 Depth (ml

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

12-14

l< <

12. «

l< <

12.4

12-14

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

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

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

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^

(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

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