s&AR Strategic Research Initiatives @) 1

1999 AREMA Fall Conference

I

+ Wheel/Rail Lubrication
+ Vehicle/Track Performance
AAR Research Update
+ Wheel/Rail profile Optimization
+ Heavy Axle Load implementation
+ Track Integrity Monitoring
Semih Kalay + Special Track Work
+ Bridges
+ Track Components
7712 is a subsidiary of the Association of American Railroads
Pueblo, Colorado
+ Signal Systems
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2

2==- L.7. Wheel/Rail Lubrication

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~.“WWt**~.” Wheel/Rail Lubrication

Problem: Potential benefits of wheel/rail lubrication Approach and End Products:

are not fully realized due to problems with: + Support management of rail lubrication

Mobility and durability of lubricants v Prototype high-speed tribometers

Consistency of lubrication + Monitor lubrication concepts & procedures

Effectiveness of lubrication delivery systems v Prototype top-of-rail lubrication systems
Effective management of lubrication programs +Optimize friction at wheel/rail interface
Effects on wheel/rail interaction v Performance guidelines for lubrication
control
s Wheel/Rail Asset Life Extension
mm*p*rr.em mT.Eh”dsJWmall.Vehicle/Track Performance
miS*“d‘wlro*“l*q
mn. Wheel/Rail Lubrication C.“f.r,

Findings
l TOR can be applied under controlled
train operating conditions Problem: Track and vehicle maintenance policies are not
+ Energy savings: lo%-13% curved always optimized to minimize total vehicle and track costs.
l 3%-4% tangent

+ TOR likely to need gage face lubrication to

achieve optimum rail wear and energy l Locomotives operate’ on dry rail + Derailments cost railroads time and money
savings

l TOR does reduce lateral loads + Relationship between track geometry & track strength
l TOR may cause some high angle of attack
performance on worn trucks + Effects of maintenance on track strength
+ No significant wheel slip or adverse effects
on train handling when end of train target + Effectiveness of dynamic track stabilizers
friction is 0.3

+ TOR reliability and implementation

+ Performance-based prioritization of maintenance
still remain to be resolved
+ System view on vehicle design and track strength
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Vertical Track Deflection

TLV & Tank Car Consist
Approach and End Products:

+ Quantify load carrying ability of track

+TLV track strength measurement system
C - B’ = Contact Stiffness B -A = Seating Stiffness
+ Optimize track strength retention
+Post maintenance slow-order guidelines Load - Deflection Curve at at Point Along Track

+ Assess track quality via vehicle response ~~~~ 31 kip

largevariationsin Contact Stiffness indicate

Wmprove performance of track geometry cars

14 kip
+Performance-based track geometry guidelines
lie-ballast support problem
+ Determine root causes of geometry caused derailments
+Guidelines and remedies to reduce derailments
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 Heavy Axle Load
-m_, Heavy Axle Load Implementation (&)
ImDlementation

Problem: The impact of heavy axle loads on track needs + Determine technical feasibility and enhance safety
to be minimized.
+ Report on technical feasibility & economic impact
Safety and economics of HAL operations + Reduce costs, improve safety of train operations
Track maintenance penalty
+ Longer lasting track components
Fatigue life reduction of bridges
+ Improved trucks and optimal car designs
Performance of premium track materials
+ Monitor revenue service effects, identify problems
Utility of improved suspension trucks
Justification of operating cost savings + Track component life-cycle database
+ Improve industry’s ability to evaluate effects of HAL
+ HAL track analysis models, bridge costing models,
network capacity analysis programs
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14

m--. Heavy Axle Load Implementation

HAL Research Program 7P.“WOti#l,*”
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FAST/HAL Onerations
PllWlt-St3 Earlier Phases

+ Accelerated service testing of new track

components
+ Effectiveness of new track maintenance
methods
 T

Wheel/Rail Profile
ser. Heavy Axle Load Implementation $$ /
Optimization

Significant Findings Problem: Current wheel/rail profiles and maintenance

procedures are not always optimized.
+ Heavier axle loads decrease operating and
equipment costs but increase track costs + Hollow-worn wheels increase operating costs :
+ Increase in track maintenance and renewal costs + Impair ability of trucks to steer leading to
+ Increase in fuel costs and rail wear
+Bridges - steel bridge fatigue, timber bridges
+ Increase lateral forces leading to
*Rail defects - less than 300 BHN rail
+ Decrease in wood tie life
+Marginal support conditions - soft subgrade
+ Increase in derailment risk
Wpecial track work - crossing diamonds +Cause damage to special track work and low rail
+ Increased costs due to poor curving performance + Increase in welding efforts
of three-piece standard trucks - improved suspension + Increase in grinding costs
,7 trucks reduce track maintenance and fuel consumption

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Wheel/Rail Asset Life Extension
/& ,
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sic, Wheel/Rail Optimization LII. Wheel/Rail
T.~*ne~*,Y
l2.nt.r. Profile Optimization CJ

Approach and End Products: Objective:

+ Characterize distribution of hollow-worn wheels + Optimize system performance and extend

wheel/rail life
*Statistical description of hollow-worn wheels
Background:
Determine effects on rolling resistance
+ Wide range of worn wheel profiles in
+Technical data for economic analysis service

+ Wide range of worn and ground rail

Optimize wheel maintenance procedures profiles in service

l Unsuitable match of profiles gives poor

+Guidelines for hollow-worn wheel removal wheel/rail interaction

Determine costs/benefits of rail grinding practices + High rolling resistance

+ Damaging stresses 0-0.250.25-1 1-2 2-3 34 4-5 5-6 6+

+Recommended guidelines for rail grinding practices hollow wear. mm

Di: UtlOn Ot hOll0~ wheels In North Amencan

service. 6,757 Measured Wheels

+
 Wheel / Rail Asset Life Extension
2izEc-
T.dl”dW~ ma Wheel
O.#ll.P, / Rail Profile Optimization

Grinding Test Findings:

+ Hollow wheel wear causes:
l Increased rolling resistance
l Increased derailment risk + Need for grinding is site- and rail-specific
l D ma e to s ecial track work and low Removal at 3-mm hollow wear (0.12 inch) l Current practice: high-speed, single-pass
ra!s JcurveP “preventive grinding”
l Increased tie damage
Economic benefit of removing hollow-worn wheels
+ Low rail is increasing focus of grinding
+ Removal of hollow wheels is hampered by
nlgn wneelset mamtenance costs + Hollow-worn wheels responsible for surface
deterioration on low rail
I-Wear Wheel Costs And Benefits l Clean premium rail in curves resist the
Increased wheel set maintenance 1 (5119.7m ) development of internal defects
-creRlstance +k?ss fuel 1 566.8m
l Focus on low rail to relieve field-side

l Minor gage-corner relief to aid natural

wear
+ May need heavier gage corner relief on
NS 5.5” curve
standard rail at 330 MGT
+ Avoid excessive two-point contact Low rail,ground
Increased wheel l,fe ( S~oornef, conditions aggressrvely
every 41 mgt
Net bensht (peryear.1999 dollars)

pR,%i%Yrail
22
01*52*.

s:,_.. Track Integrity Monitoring wi&. Track Integrity Monitoring

Form partnerships, start a development program

Problem: Certain transverse rail defects masked by shells,
+Workshop proceedings and report on survey
rail-base defects, and rail-weld defects are difficult to detect.

/
Identify efficacy of current practices

+ Third largest ranking cause group for derailments + Rail defect test facility

~
*Benchmark of current technology
+ Rail defects affect productivity & network efficiency
Foster development of new technologies
+ Broken rails can pose a threat to safety +Laser-based ultrasound and eddy-currents
+ Track buckling is 2nd highest cause group for track Investigate new technologies for track circuits
geometry related derailments +Alternative rail-break detection systems
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 Track Integrity Monitoring Track Integrity Monitoring
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Improved Rail Flaw Detection
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Improved Rail Flaw Detection
Objective End Products and Findings

+ To improve speed, reliability and l Benchmarking existing rail flaw detector cars
0 Consistent with recommended
guidelines
+ Upgrading rail defect test facility (RDTF)
0 Scheduled completion (August 1999)

Background
+ Annual cost of inspection and + Third largest ranking cause + Foster the development of
derailments related to rail flaws group for train accidents improved rail flaw detection
systems
+ $185 million l Laser UT
l RF & LF eddy current
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Track Integrity Monitoring L

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Inc. LZ Special Track Work
Broken Rail Detection 0‘-6
1

Objectives
Problem: Turnouts and crossing diamonds represent the most
+ Evaluate alternatives to track
circuits costly and maintenance intensive elements of track structure.

+ Monitor performance,
maintenance, reliability of Spending annually $300 M on TOs and CDs
prototypes at FAST
Substantial train delay due to maintenance & repair
Background and findings
+ Introduction of Positive Train Excessive wear & metal flow under dynamic loads
l Durability and ease of
Control systems may make
repair still a problem in Average life of main line diamond is 50-150 MGT
track circuits for train control

I
RR environment
~ redundant Among top five causes of track related derailments
+ Fiber-optic based detection
systems are technically
feasible, but not economical
21
012521*y.
 Special Track Work

North American Railroads are

l Spending annually $300 million on turnouts

+ Reduce the forces applied to special track work and crossing diamonds:

Wntermediate turnout designs with spring frogs l 6600 new turnout frogs installed annually
l 1000 new crossing diamond frogs
+ Increase life-cycle of medium/heavy tonnage turnouts installed annually
l Additional $400-$600 million cost of train
+Specs for bainitic steel; bainitic frogs & switch pts
delav at crossina diamonds and turnouts ._^.
.I..”

+ Increase reliability of diamonds under HAL due ;o slow orders

+Prototype flange bearing diamond + Research Demonstrates the Effects of

Implementing Heavy Axle Loads
+ Reduce repair and maintenance costs
l Turnouts: life shortened but performance
+Guidelines for frog repair, switch point grinding, can be recovered with premium materials
surfacing and substructure design l Crossing Diamonds: life shortened and
33too
cannot be recovered with premium
01252**1-28 01252W.30
materials

Special Track Work Special Track Work

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Turnouts and Crossing Diamonds
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~~~~~~~~~~,.~,“~urnouts
and Crossing Diamonds

Research Objectives

+ Develop and evaluate new design

for heavy axle loads

+ Develop advanced materials for

frogs
 T

Special Track Work

l Develop and evaluate new design

crossing diamonds for heavy axle Problem: Methodologies are needed to extend the life of
loads existing bridges while minimizing the effects of HALs
Research has led to: + Effects of tractive forces generated under AC locos
+ Performance specification for + Secondary bracing members most costly to repair
crossing diamonds
+ Fatigue on critical bridge components under HAL
+ Development of new concepts + Shear stress limits of timber bridge stringers
l Flange bearing frog prototype tests at + Lack of methodology to determine need for
FAST
strengthening railway bridges for dynamic loads
l Development and testing of bainitic
steel for Crossing Diamond
Benefits: Reduction in steel and timber bridge renewal and
0 Running surface ramp concept maintenance costs. Avoidance in seismic retrofit costs.
evaluation

ProgramGoals
+ Minimize the effects of longitudinal forces Develop recommendations and practices
for longitudinal design of steel bridges
+ Guidelines to design, strengthen bridges Develop guidelines to extend life of steel
bridges and critical bridge components
+ Minimize HAL effects, optimize utilization Develop methodologies to determine
remaining life of timber bridges
+ Guidelines for repair of HAL critical components

+ Extend the life of timber bridges

+ Methodology to extend the life of bridges

+ Minimize costs RRs will incur due to earthquakes

+ Dynamic design and evaluation methodology
 Findings

+ NS Viaduct test results

l Tests completed in Oct. 1998 on 5

identical 62-foot OD DPG spans
l 3 lateral pushes and 2 longitudinal
pushes
+ Results show significance resistance
to earthquake ground motions

Track Components Track Components

Problem: Despite major improvements in rail metallurgy, higher Approach and End Products
strength steels are needed for heavy haul operations.
Achieve significant improvements in wear and fatigue

I
Perlitic rail may have reached its maximum potential
+Alloy specs for high-performance rail steels
More wear and fatigue resistant rail needed for HAL
Improve structural integrity of thermite welds
Major disruption to traffic and network reliability
+Process development for EMS welds
Cast structure of thermite weld is major weakness
Improve in-track survivability of thermite welds
Two thermite welds needed to replace broken rails
*Guidelines for use of wide-gap welds
 Track Components Advanced Rail Steels
Advanced Rail Steels
To develop a high-hardness bainitic rail + NA railroads purchase
giving significant improvements in wear of rail each year Potential Increase in Advanced Rail Bainitic Rail Service
resistance over current oremium rail
l About another $200 million is spent on Steel Life Performance:
installation
l Small increase in wear
l Wear is a major cause of rail
replacement l Large increase in
fatigue and deformation
Findings resistance
Test J6 bainitic rail has higher hardness
and toughness than premium rail l Reduced surface
deterioration
The J6 rail has higher strength, which
translates to better fatigue resistance l Reduced need for
(based on profile measurements at ground test sites)
Bainitic rails are readily joinable by grinding
flash-welding
l Increased life in
J6 bainitic rail has marginally worse
wear performance than current curved track
premium rail

‘I I

End Products
Objectives
+ Recommended guidelines for improved rail
+ Improve the service life of thermite welding
welds
l Report on FAST trails of wide-gap welds
+ Reduce the cost and time of rail
welding l Specifications and recommendations for
EMS thermite welding
+ Survey report on thermite weld failure

BH Bolt -hole cracking Significant Findings

VSH Vertically split head
DWP Detective plant weld (flash-butt) + Wide-gap welds showed similar
HWS Head/web separation properties to standard welds in lab tests.
HSH Horizontally split head + EMS is effective in refining the weld metal
structure.
+ Preliminary survey results indicate that
n cause of rail defects the majority of weld defects are not
+ Repair of rail/weld defect IS costly and time-consuming. related to their installation
01zsz~*-Zheprincipal causes of thermite weld failures are yet to be identified.