Best Practice Guidelines for CWR Neutral Temperature Management

Andrew Kish, Ph.D.

Kandrew Inc. Consulting Services
Peabody, MA, USA
Phone: 978-535-3342
Email: kandrewinc@aol.com

Number of Words: 5804

ABSTRACT

A key aspect of managing the stress state of the railroad involves maintaining
longitudinal rail stresses to safe levels in order to reduce the risk of both buckled track
and broken rail induced derailments. Thus the efficient management of longitudinal stress
induced thermal forces in continuous welded rail (CWR) is an important aspect of
improving network safety and capacity.

A large component of track buckling prevention deals with keeping thermal forces to safe
levels. This requires the knowledge of critical buckling temperatures and forces and an
ability to manage reduced rail neutral temperature (RNT) conditions which create those
critical force levels. One such reduced RNT condition deals with rail break and rail defect
repairs and their RNT readjustments.

The intent of this paper is to provide a new industry applicable methodology for
managing rail break and defect repairs, and to offer a set of best practice guidelines for
implementation. To this end the fundamentals of rail cut/break mechanics and key
parameters will be reviewed, a new methodology for CWR neutral temperature
readjustment will be presented, and the methodology will be formalized into industry
guidelines and procedures for a more efficient management of CWR.

1.0 INTRODUCTION

An important aspect of reducing the stress state on the railroad deals with controlling the
longitudinal forces to safe levels. This is important not only to reduce the number of
buckled track incidents but also to reduce the number of rail defect failures. Hence the
efficient management of longitudinal forces in continuous welded rail (CWR) becomes
an important maintenance function of both heavy haul freight and high speed passenger
operations. It is well known that CWR can experience large compressive and tensile
longitudinal forces due to temperature changes. Compressive forces can induce track
buckling while tensile forces can result in rail defect growth and subsequent pull-apart
failures whenever these forces exceed certain limits. The force levels due to constrained
thermal expansion can be calculated using the well-known formula:

P=AED'T

1004 © AREMA 2013®

 where A is the cross sectional area of the rail, E the modulus of elasticity, D the
coefficient of thermal expansion, and 'T is the temperature change. The temperature
change, 'T, is the difference between the instantaneous rail temperature and a reference
temperature known as the neutral temperature, TN or RNT. The TN or RNT (sometimes
also referred to as SFT for stress-free temperature) is defined as the temperature at which
the net longitudinal force in the rail is zero. Therefore, the temperature change 'T is
defined as:

'T TM -TN

where TM is the measured (instantaneous) rail temperature. It is obvious that for buckling
and pull-apart prevention, the knowledge of TN is critical.

A build-up of thermally induced longitudinal compressive forces in the rails can result in
buckling. Buckling occurs when the magnitudes of these forces exceed a critical level at
which the lateral strength of the track structure is inadequate to resist the tendency to
suddenly displace into a large lateral misalignment. As research has shown, buckling
forces are highly track type/condition and parameter dependent, but for average or
standard track conditions they can be in the range of 150-200 kips per rail corresponding
to a 'T in the range of 60-80oF. Since '7 is referenced to the RNT or neutral
temperature, a change in the RNT changes the corresponding force level. This says that
if a track buckles out at a rail temperature of 140°F when it has a RNT = 70°F, then this
track buckles at the much lower rail temperature of 110°F if this RNT decreases to 40oF
(which can occur when rail is cut for defect removal at temperatures less than 40°F, and it
is not readjusted in time). Hence, it is obvious that for buckling prevention and for rail
defect mitigation/pull-apart prevention the knowledge of RNT is critical.

If CWR were to be completely constrained, then there would be no change in its neutral
temperature. Since the rails cannot be fully constrained in all directions, elongation or
contraction can occur whenever the track is subjected to train and environmentally
induced loads, causing RNT to change. The following rail/track kinematics influence
CWR neutral temperature: rail creep, curve movement and track vertical
movement/settlement.

Rail creep (longitudinal movement through the fasteners) can occur under train braking
and accelerating actions as well as due to temperature gradients along the rail, and is
largely anchor/fastener condition dependent. Curve movement or lateral shift can occur
under repeated vehicle lateral loads and high curving forces, as well as due to thermal
loads causing chording in-or-out (referred to as “rail breathing”). Track settlement can
occur under repeated vertical wheel loads or high impact loads, especially on tracks with
poor vertical support conditions.

It is also evident that maintenance operations which alter the longitudinal force state in
the rails also influence its neutral temperature. These typically include maintenance
actions such as lifting, lining, repairing defective or broken rails, installing rail in cold
temperatures, and ineffective destressing.

© AREMA 2013® 1005

 A principal difficulty in managing the longitudinal force/neutral temperature in CWR is
the fact that there is no practical measurement capability to nondestructively determine
the CWR’s longitudinal force/neutral temperature. Although there are some new and
emerging technologies with some good applications to RNT management, railroad
maintenance personnel still rely on experience and guess work to identify conditions
requiring neutral temperature readjustment. One particular concern in this regard is the
management of rail defect removals and broken rail repairs which present the following
difficulties:

(1) not knowing how much rail to cut out to produce the required adjustment

(2) not knowing the extent of the repair length requiring readjustment i.e. the length
of rail to unfasten

(3) in the case of cold temperature “rail added” interim repairs, when to come back
(i.e. at what temperature) to make the readjustment before the onset of warm
temperatures renders the track buckling prone

The intent of this paper is to answer these issues by developing and providing a new
industry applicable methodology for managing rail break and defect repairs, and to offer
a set of best practice guidelines for implementation. To this end the fundamentals of rail
cut/break mechanics and key parameters will be reviewed, a new methodology for CWR
neutral temperature readjustment will be presented, and guidelines for practical
applications for readjusting CWR will be offered.

2.0 FUNDAMENTALS OF RAIL BREAK MECHANICS AND RNT

READJUSTMENT

2.1 Rail Break Mechanics Fundamentals

In order to better appreciate the basic aspects of RNT management, it is important

understand the rail cut/break longitudinal force behavior and the influencing parameters.
To this end, Figure 2.1 shows a typical rail force/neutral temperature profile of a rail cut
or broken at a rail temperature of 40°F which results in a rail gap of 3 inches. The pre
break/cut RNT (blue dashed line) is 100°F, the orange solid line is the resulting RNT
profile according to theory and tests [1, 2], and the black dashed line is the linear
approximation to enable a “close enough” engineering estimate of the rail cut/break
“influence zone” i.e. the length of rail experiencing the force/RNT change due to the
cut/break. This influence zone length is referred to as 2LD where LD is on one side of the
cut/break being 635 feet in this case.

1006 © AREMA 2013®

 Rail Break/Cut RNT Profile (136# Rail)
TBreak =40°F(4°C); RNTPreBreak=100°F (38°C); Gap=3in (7.6cm); EOTA

RNT (°F) Pre-Break RNT = 100°F (38°C)

100

80

60

40 LD=635 ft (194m)
TBR= 40°F 3 in 136#Rail
Timber Ties 20
Influence Zone, LD

900 800 700 600 500 400 300 200 100 0 100 200 300 400 500 600 700 800 900
Distance from break (ft)

Figure 2.1-Example of RNT Response to a Cold Weather Rail Break for a Timber
Tie Track with Anchors on Every Other Tie (EOTA)

Note that the “close enough” assumption (linear theory) is justified based on comparison
studies with the more complex non-linear theory [3] which shows that the asymptotic
“tail end” of the influence zone adds only 15-20% to LD which is within an RNT error of
5-10%.

As shown in Figure 2.1, the pre-cut/break RNT of 100ºF is reduced to the rail break/cut
temperature of 40ºF at the cut/break i.e. the RNT at the cut/break is the same as the rail
break/cut temperature. Away from the cut/break the RNT increases and reaches the pre-
cut/break value in a length LD. It has been shown through analysis and tests [1, 2, 3] that
the influence zone, LDDQGWKHUHVXOWLQJJDSVL]HGHSHQGSUHGRPLQDQWO\RQǻ7LHWKH
difference between the pre-break/cut RNT and break/cut temperature), the rail/track
longitudinal resistance, fo, and to a smaller extent the rail size. The longitudinal resistance
is a complex non-linear parameter as illustrated in Figure 2.2 having a linear (small
deflection) part given by the slope kf and constant part denoted by fo. Track longitudinal
resistance has two components: (1) tie moving through the ballast, and (2) the rail
moving through fasteners/anchors. The lower of the two determines the actual value. As
such, a “weak” longitudinal resistance can result when ballast is weak and fasteners are
strong allowing the rail/ties moving through the ballast, or when ballast is strong but
fasteners are weak allowing the rail to move through the fasteners.

© AREMA 2013® 1007

 Measured nonlinear
resistance
Track longitudinal resistance

Resistance, f(u)
Longitudinal
P fo
Idealized as bilinear
resistance: kf, fo
=
kf
f uo
f(u)
Longitudinal displacement, u

Figure 2.2-Track Longitudinal Resistance

Based on tests [2], typical values for fo in lbs/in are given in Table 2.1, where EOTA
refers to every tie anchored, ETA to every tie anchored, and CTEF to concrete tie elastic
fasteners. There are special cases of “extra-strong” values for fo such as for frozen ballast
conditions with strong fasteners. For such cases, the “average” values are multiplied by a
1.5 factor. Other cases include higher degree curves where there is extra friction
resistance produced by the rail base/tie-plate binding. For such cases the 1.5 factor is also
recommended.

Table 2.1- Longitudinal Resistances for Different Fastener Conditions

Fastener Condition fo (lbs/in)

EOTAweak 15

EOTAavg 20

EOTAstr 25

CTEFweak 25

CTEFavg 30

CTEFstr 35
Note: ETA=CTEF; for some extra strong
conditions multiply “avg” by 1.5

7KHUHODWLRQVKLSEHWZHHQWKHWHPSHUDWXUHGLIIHUHQFHǻ7DQGORQJLWXGLQDOUHVLVWDQFHDQG
their influence on LD is shown in Figure 2.3 for a 136# rail. The dashed line indicates the
conditions depicted in Figure 2.1, and the yellow box insert shows the influence of rail
size.

1008 © AREMA 2013®

 2000
'T = TN –TRC

LD, Influence zone length on one side of cut (m)

TN: Rail neutral temperature
1800
ETA TRC: Rail cut/break temperature

Ld, Influence zone length on one side of cut (ft)

EOTA EOTA: Every Other Tie Anchored
1600 + ETA: Every Tie Anchored 500
CTEF CTEF: Concrete Tie Elastic Fastener

1400 % Change
Rail Size RNT Profile
Rail Break/Cut 400
in LD
1200 RNT (°F)
136 100 0
80
1000 141 60 +3.4 300
) 132 40 Ld=635 -ft 3.1
(194m)
800 20
800 600 115
400 200 0 -16
200 400 600 800
Distance from break (ft) 200
600
'T=90°F(50°C)
400
'T=60°F(33°C)
100
200
'T=30°F(17°C)
0
10 15 20 25 30 35 40 45 50 (lbs/in)
(kN/m)
2.7 5.3 8.0
Longitudinal resistance, fo

Figure 2.3- Influence Zone (LDDVD)XQFWLRQRI)RUFHLQWKH5DLOǻ7DQG

Rail/Track Longitudinal Resistance

Research has shown [1] that in addition to the relationships between LDǻ7DQGIo, there
are relationships between these parameters and the gap size as indicated in Figure 2.4.
The data portrayed in the figure is important because they can be used to provide an
estimate of the rail’s RNT before the cut/break, which in turn enables the determination
of the influence zone LD in conjunction with Figure 2.3.
12
CWR: 136#
11 'T = TN –TR
TN: Rail neutral temperature
Rail movement or total gap size (in)

10 TR: Rail temperature

EOTA: Every Other Tie Anchored
9 ETA: Every Tie Anchored
CTEF: Concrete Tie Elastic Fastener
8

7
Knowledge of rail movement or gap size together EOTA
6 with the rail cut or break temperature allows the
determination of RNT before break/cut
5

4
ETA or CTEF
3

2
1

0
0 10 20 30 40 50 60 70 80 90 100
ǻT(°F)=(TN –TR)

Figure 2.4- *DS6L]HDVD)XQFWLRQRIǻ7DQG/RQJLWXGLQDO5HVLVWDQFH

© AREMA 2013® 1009

 To afford easy field application of the results of Figures 2.3 and 2.4, and to account for
WKH PDQ\ SDUDPHWULF DVSHFW RI UDLO VL]H ORQJLWXGLQDO UHVLVWDQFH ǻ7 DQG JDS VL]HV WKH
methodology has been automated into a user-friendly software program called CWR-
Adjust which is described in [12] and is available in [13].

2.2 Cold Temperature Readjustment Issues: Restressing

As indicated earlier, rail breaks and cuts for defect removal in cold temperatures result in
large changes in the rail’s RNT profile which require readjusting to the desired target
values. Current practices tend to favor quick in-situ readjustments with minimal rail
unfastening resulting in readjustment issues as summarized in the Figure 2.5 below:

Current Readjustment Practice Issues

METHOD 1: When rail is added as an interim (plug) repair for broken/cut rail,
remove the added rail later at a warmer temperature with unfastening
195 ft both sides of the cut – AREMA recommendation/Chapter 5

ISSUES: Removing the added rail is often NOT enough, nor is the 195 ft
unfastening length; also the “warm” temperature to return to
readjust is not defined.

METHOD 2: When the rail break/cut gap is small, close the gap by pulling or
heating the rail without any anchor/fastener removal.

ISSUES: RNT may be restored to nominal pre-break value, but NOT

necessarily to the desired target level.

Figure 2.5 - Current RNT Readjustment Issues

The illustrative example in Figure 2.6 explains the issues/problems referred to in Figure
2.5. Consider 3 rail defect cut-outs (or breaks) all occurring at the same rail temperature
of 10°F in identical rail/track conditions (CTEF refers to concrete tie elastic fastenings),
but with different resulting gap size/rail added scenarios as indicated.

1010 © AREMA 2013®

 Case 1 Case 2 Case 3

1"
TBR/CUT=10°F 5" TBR/CUT=10°F 2" TBR/CUT=10°F CTEF
CTEF CTEF

Add 5" Add 2" Add 1"

of of of
Rail Rail Rail

110 110 Target RNT = 100°F 110 Target RNT = 100°F

Rail neutral temperature (°F)

Prebreak RNT = 100°F

Rail neutral temperature (°F)

Rail neutral temperature (°F)

100 100 100
90 90 90
80 80 Prebreak RNT = 70°F 80
70 70 70
60 60 60 Prebreak RNT = 50°F
50 LD=680’ 50 50
40 40 40
30 30 LD=425’ 30
20 LD=310’
20 20
10 10 10
0 0 0
100 200 300 400 500 600 700 800 900 100 200 300 400 500 600 700 800 900 100 200 300 400 500 600 700 800 900
Distance from break (ft) Distance from break (ft) Distance from break (ft)

Figure 2.6- Examples of Three Rail Gap Scenarios for Readjustment

Figure 2.6 shows the post break RNTs profiles on one side of the break/cut in blue, the
pre-break RNTs (purple), and territory’s target laying temperature (green). The influence
zones on one side of the cut are 680 ft, 425 ft and 370 ft respectively, and adding rail as
shown locks in the reduced RNT profile. It is this reduced profile that needs to be
adjusted to target RNT.

It is evident from the figure that when returning later for the readjustment and removing
just the rail added will only restore RNTs to the pre-break values. This may be adequate
for Case 1, but not so for Cases 2 and 3. Additionally, in view of the influence zone
lengths, unfastening only the AREMA recommended 195 ft on either side of the
break/cut is too short and will produce large pockets of reduced RNTs. It is further
evident that Method 2 of pulling the gaps together in Cases 2 and 3 would only restore
RNT to the pre-break/cut values of 70°F and 50°F respectively, hence:

x Removing rail added typically restores RNT only to the prebreak/cut values
x Unfastening rail length much shorter than the influence zones is not adequate in
most cases.

Therefore for efficient RNT readjustments following cold temperature rail break/defect
removals it is important to know the rail break/cut temperatures, gap sizes/rail added, the
break/cut influence zones, the prebreak/cut RNTs, the target RNTs, and the rail
temperatures when the readjustments are made. All these form the key components of the
new methodology for RNT readjustments.

3.0 NEW RNT READJUSTMENT METHODOLOGY

A methodology for improved CWR longitudinal force management through more correct
and efficient neutral temperature readjustment practices is based on the parameters

© AREMA 2013® 1011

 discussed in 2.0 above and the science behind them. The methodology provides a technique
to determine the RNT before the cut/break and the required length of rail to be adjusted.
These two are critical for a “correct” RNT readjustment since they determine the third key
parameter, the amount of rail to cut out. Thus the methodology enhances current
maintenance practices by providing a tool to more efficiently and correctly manage the
rail’s RNT restoration process, thereby more effectively managing the longitudinal stress
state of the railroad.

3.1 - Methodology Overview

For a particular anchor/fastener condition, the reduced RNT profile to be readjusted is

determined from the rail cut/break or rail-added temperature and by the measured gap
size resulting from the cut/break. The RNT before the cut/break is determined from the
ǻ7DQGWKHUDLOFXWEUHDNWHPSHUDWXUH along Figure 2.4. The RNT readjustments are to be
performed at rail temperatures as close to the territory’s laying temperatures as possible,
but not exceeding the “safe” limits provided by the railroad’s CWR policies. The
territory’s target RNT value and the rail cut/break temperature are used to determine the
temperature differential being adjusted. The unfastening length is determined from curves
similar to Figure 2.3, but can be reduced by an optimization strategy as described in the
next section. The required amount of rail cut-out for the temperature differential and
unfastened length is prescribed in charts and tables or by automated software output as
described in 4.0. For more details on the methodolgy refer to [4,5].

3.2 - Fastener Removal Length Reduction through “Extra Rail Cut-Out” for
Compensation

The influence zone length (2LD) over which the RNT is affected when a rail is cut or
broken is determined by the longitudinal force in the rail and the longitudinal resistance
provided by the anchor/fasteners and the ballast. As Figure 2.3 indicates, LD’s can be
longer than 1000 feet each side of the break/cut. However, unfastening long lengths of
rail require track time and resources which prompted investigations into the viability of
shorter repair lengths and their impacts on the RNT restoration [6, 7], keeping in mind
the concern that unfastening too short a rail segment leaves “pockets” of reduced RNT.
An example of such reduced RNT pocket is illustrated in Figure 3.2 (a) for a concrete tie
track with136# rail, a break at 40°F, a pre break RNT of 100°F producing an LD= 430 ft.
(i.e. 860 ft total). As the figure indicates, unfastening ½ LD i.e. 215 ft (430 ft total) and
cutting out rail based on this length results in a profile as shown by the orange curve with
a pocket of reduced RNT approximately 30°F below the intended target of 100°F.

A trade off between unfastening the full 2LD versus some “reduced” amount to minimize
railroad resources and track time can be made however by allowing some “admissible
pocket” of reduced RNT. The magnitude of these “pockets” are functions of the pre-
break RNT, rail break/cut temperature and the unfastening length, hence the
determination of an “admissible pocket” but still within some safe range requires
parametric trade-off studies. Based on such studies [6] the “best practice” recommended
unfastening lengths can be based on ½LD, however in combination with localized

1012 © AREMA 2013®

 overstressing i.e. cutting rail out based on the original full length LD’s. Hence the
unfastening length can be based on one half if the influence zone, while the amount of
rail removal can be based on the full influence zone as illustrated in Figure 3.1.

This overstressing concept is further illustrated in Figure 3.1 (b), whereas Figure 3.1 (c)
indicates the anticipated “RNT smoothening” or equalization with traffic, which has been
observed by tests [6].
120
120
(a) (b)
110
Pre Break RNT = 100°F(38°C) 110 Pre Break RNT = 100°F(38°C)
100
100
90
90
Rail neutral temperature (°F)

Rail neutral temperature (°F)

80
Readjusted RNT profile 80
70 if ½ LD is unfastened and Readjusted RNT profile
70 if ½ LD is unfastened and
rail cut out is based on ½ LD
60 rail cut out is based on full LD
60
50
50
40
40
Tbreak = 40°F
30 Tbreak = 40°F
30
20
20
10 ½ LD unfastened CTEFavg= 30 lb/in 10 ½ LD unfastened CTEFavg= 30 lb/in
0
0 100 200 300 400 500 600 700 800 900 1000 0
Distance from break (ft) 0 100 200 300 400 500 600 700 800 900 1000
Distance from break (ft)

120
(c)
110 Pre Break RNT = 100°F(38°C)

100

90
Rail neutral temperature (°F)

80
Expected “smoothening” effect
70 due to train action/tonnage with
½ LD unfastened and rail cut out
60 based of full LD (i.e. localize
“overstressing)
50

40
Tbreak = 40°F
30

20

10 ½ LD unfastened CTEFavg= 30 lb/in

0
0 100 200 300 400 500 600 700 800 900 1000
Distance from break (ft)

Figure 3.1 – Reduced Unfastening Length and Localized “Overstressing” Influence

on RNT

It should be noted that the optimization strategy also calls for a “refinement” for those
cases where the pre break/cut RNTs are low such as in Cases 2 and 3 in Figure 2.6. For
such cases the ½LD reductions are based on an extrapolated LD* referenced to the pre

© AREMA 2013® 1013

 break/cut RNTs as illustrated in Figure 3.2 where the unfastening length is LU = ½LD* on
either side of the break/cut.

110 RNTTARGET = 100°F

Rail neutral temperature (°F)

100
90 Before Cut RNT= 70°F
80
Add 70
2"
Rail 60
50
136 # 40 Post Cut RNT profile
TRC= 10°F 2 in CTEF 30
20
LU=½LD*
10
0
0 100 200 300 400 500 600 700
Distance from break (ft)
LD* = 660 ft

Figure 3.2 – Reduced Unfastening Length for Low Pre-break/Cut RNTs

3.3 – Refinements to Methodology: Additional Rail Cut-Out Due to End Movement

Effects

When the rail break or defect removal interim repair’s readjustments are made at warm
temperatures, they’re typically made by the use of either normal ambient heating
conditions, by rail heating via rail heaters, or by hydraulic pullers to produce the final
weld gap conditions. As been shown in [1], such methods of final gap setting can result in
extra rail being “pulled-in” from the unfastened end thereby influencing the “correct”
amount of steel removal. Such end movements depend on the actual tensioning method.
For example, if the rail is stretched with a tensor or by ambient (solar) heating, the ends
of the unfastened rail can move inward. The amount of this inward movement depends on
the longitudinal resistance at the ends of the unfastened section and the pulling force or
the temperature differential. This end movement has to be included as part of the gap
setting i.e. in the total amount of rail removal. Without this correction, errors on the order
of 30-40% could result in resetting to the target RNT as shown in [1]. The new
methodology makes the appropriate corrections for these end movement influences in
line with approach presented in [1]. Depending on the actual conditions, such additional
rail removals can typically be in the 1-2 inch range.

3.4 – Methodology Illustration

In line with the discussions above, the following is an illustration of the methodology
application. The example is Case 2 of Figure 2.6 where a rail defect cut-out was made at
10°F in a 136# rail on concrete ties with “average” elastic fasteners resulting in a 2" gap.
With the assumption that the interim repair was through a plug insertion adding the 2" of
rail and that the territory’s preferred laying temperature is 100°F, Figures 3.3 and 3.4
summarize the methodology’s application.

1014 © AREMA 2013®

 RNTTARGET = 100°F
110

Rail neutral temperature (°F)

100
M 90
Add 2" E 80 Before Cut RNT= 70°F
of T 70
Rail H 60
O
136 # D 50
TRC= 10°F 2 in O 40 Post Cut RNT profile
CTEFavg
L 30
O 20
G LD=425 ft
10
Y
0
0 100 200 300 400 500 600 700 800 900
Distance from break (ft)

Total rail cut-out (RC) = 6 inches

Figure 3.3 – Methodology’s Illustrative Example

Figure 3.3 indicates that the 2" gap, the rail cut temperature of 10°F, the 136# rail size,
and the concrete tie elastic fastener condition (CTEFavg) determines the post cut RNT
profile, the influence zone LD=425 ft, and the pre cut RNT=70°F as shown in the right
hand side of the figure. Using the extended 2LD* as per Figure 3.2 and the RNT target of
100° F (giving a temperature difference of 90°F to adjust), the methodology computes the
total rail cut-out of 6 inches. The physical interpretation of the 6" cut-out is provided in
Figure 3.4, where RC refers to rail cut amounts.

Come back to readjust at TRAIL

TNT=100°F close to RNTTARGET 110 TNT=100°F
110
100 100
Rail neutral temperature (°F)
Rail neutral temperature (°F)

90 90
80
RC2
80 Initial TNBC = 70°F
70 70
60 60
50 50
40 40
RC1=2" 30
RC2=2"
30
20 RC1 20
10 Step 1 10 Step 2
0 0
0 100 200 300 400 500 600 700 800 900 1000 0 100 200 300 400 500 600 700 800 900 1000
Distance from break (ft) Distance from break (ft)

RC = RC1+RC2+2Ue + WA = 6 inches

Amount to readjust to the Amount to readjust from the End Movements

pre-cut/break value: pre-cut/break value to RNTTARGET: (2Ue1 and 2Ue2) Weld Allowance:
2" 2" 1" 1"

Figure 3.4 –Illustrative Example’s Physical Interpretation

For easy interpretation it is useful to think of the total readjustment in this case to consist
of two steps or 2 cuts denoted by RC1 and RC2 where RC1 brings the RNT back to the
pre-cut value i.e. to 70°F, and RC2 to bring the 70°F value up to the desired target of

© AREMA 2013® 1015

 100°F. Thus RC1 requires 2", while RC2 requires another 2". The end movement
contributes ½" from each end for a total of 1". The remaining 1" is for the weld
allowance. The unfastening length for this case is 330 ft on either side of the cut, as
illustrated in Figure 3.2.

3.6 – Buckling Prevention Criterion to Determine “Return” Temperatures for

Readjustment

An important aspect of applying the methodology is performing the RNT readjustments

before the onset of “warm” temperatures in order to reduce the risk of track buckling. In
line with track buckling fundamentals [8, 9], the “allowable” temperature increase values
for buckling prevention are strongly track type/condition dependent. When these
conditions are categorized as “weak”, “average” and “strong”, and choosing the “weak”
condition as a conservative estimate for all tracks, the return temperatures can be
evaluated in accordance with the 70:70 rule [11] resulting in Figure 3.5.

Rail Break/Cut Temperature Return Rail Temperature at

(°F) Which to Readjust (°F)

60 135
50 130
40 125
30 120
20 115
10 110
0 105
-10 100
-20 95
-30 90
-40 85
Note: the 70:70 rule assumes Buckling Strength = 70°F
and other rail’s RNT=70°F

Figure 3.5 – Return Temperature Criterion Based on Buckling Prevention

Guidelines

3.7 – Methodology Application Issues and “Prudency” Rules

In principle the methodology is relatively straightforward, but in practice it can encounter

some in-field application issues requiring some “prudency” decisions. These are
summarized below:

1. When measuring the rail break/cut gap, be sure to measure gap within ±1/16 inches

2. At time of rail cut/break, be sure to record location, gap size, rail size, rail temperature,
curvature, and anchor/fastener type and ballast condition

1016 © AREMA 2013®

 3. If unable to determine “weak”, “average” or “strong” condition for anchor/fastener
strength, use the conservative “WEAK” designation

4. Be sure to record the interim repair procedure, including “rail added” temperature and
gap size change if any

5. Based on measured rail temperature, determine and record the return temperature for
RNT readjustment (in line with railroad policies such as Figure 3.5).

6. Prioritize return readjustments based on rail break/cut severity as “indexed” by the

coldest rail break/cut temperature.

7. Determine if “special conditions” apply i.e. cases in which the methodology is NOT
directly applicable. These include location near switches, crossings, bridge approaches,
etc.; locations where other rail break/defects exist in close proximity; and locations where
rail break/defects exist on both rails in near proximity. For such conditions refer to
Guidelines in 4.0.

8. Use railroad’s recommended practice to determine unfastening lengths and rail

removal requirements in line with 4.0.

9. Be sure to record readjustment particulars, including readjustment temperatures, rail

length unfastened, amount of rail removed, rail heating/stretching method, etc.

10. If a railroad is using ambient temperatures to dictate return temperatures, be sure

understand the difference between rail temperature and ambient temperature (noting the
accepted rule that Rail temperature = Ambient temperature + 30°F for warm sunny
conditions).

Because of the methodology’s many facets including assumptions, key parameters and
their influences and practical implementation issues it was deemed necessary to develop
an automated procedure to enable an easy application of the methodology. The automated
procedure consists of a software program called CWR-Adjust which is available to the
industry as an AAR/TTCI Software [13].

4.0 BEST PRACTICE GUIDELINES FOR COLD TEMPERATURE

READJUSTMENT

These guidelines address rail breaks or cuts in line with service defects removals. The
rails are typically interim-repaired in cold temperatures right after a rail is cut for defect
removal or after a break by a plug repair insertion requiring adding rail. Such repairs are
typically accompanied by a reduced RNT profile such as exhibited in Figure 2.1 and the
“interim” repair’s rail added condition locks in the reduced RNT profile which has to be
readjusted to the territory’s designated rail laying temperatures.

© AREMA 2013® 1017

 Railroad’s CWR policies typically require that rail that has pulled apart, broken or been
cut for defect removal must be readjusted to within the subdivision rail laying
temperature (RLT) minus 20°F (RLT-20°) safe range in accordance with a
time/temperature requirements specified by the Table in Figure 3.5. It should be noted
that some railroads specify RLT-20 or RLT-10 or RLT as the readjustment targets.

The following provides the guideline on the procedures to be followed when making cold
temperature rail repairs and subsequent neutral temperature (RNT) readjustments. A key
proviso is that, in general, CWR cannot be adequately readjusted in cold temperatures
i.e. interim repairs are needed with a requirement to return at warmer temperature
conditions to readjust.

To facilitate the procedure it is required that:

1. The railroad’s have CWR policy in place which stipulates when to return to
readjust RNT (such as table in Figure 3.5), and has an internal management
system to record gap sizes and calculated pre-break/cut RNTs.

2. Have available the CWR-Adjust software (or equivalent graphs, charts,

tables) to provide the pre-break/cut RNTs and the minimum required
unfastening lengths and rail cut-outs when making the readjustments.

Note: if CWR-Adjust or equivalent charts/tables are NOT available,

refer to Scenarios 3 and 4 under Guidelines below.

3. Railroad instructions on the particular procedures to follow when making

readjustment in line with the four scenarios outlined in the guidelines below:

GUIDELINES: the specific readjustment requirements are based on the measured gap
size, the rail temperature at the time of the break/cut, and the fastener/anchor condition in
line with the following four scenarios:

Scenario 1 - Measured gap size indicates that the pre-break/cut RNT is in the RLT-
20°F range or above: the procedure is to cut 1" for the weld allowance, and heat or pull
the rails together through the fasteners* (i.e. no unfastening is required). Make the welds,
and reposition anchors/fasteners displaced due to break/cut and the rail pulling. This
repair is considered readjusted and in line with the RLT-20 requirement.

* Implicit in this is that the gap size after the 1" additional weld allowance cut is such that
the rail can be pulled together with rail fasteners/anchors NOT being removed. If the rail
cannot be pulled together for whatever reason, proceed to Scenario 2 below.

Scenario 2 - Measured gap size indicates that the pre-break/cut RNT is below RLT-
20: the procedure is to either:

1018 © AREMA 2013®

 (a) repair through a plug rail (adding rail) and secure by welding or a bolted
joint, or:
(b) pull the rail together through the fasteners and secure by joint

Both (a) and (b) are considered interim repairs, therefore MUST return to readjust at
warmer temperatures in line with the railroad’s readjustment table. In case (a) CWR-
Adjust is directly applicable, but in case (b) CWR-Adjust provided “amount of rail cut-
out” has to be decreased by the amount the rail has been pulled together. When returning
at warmer temperature to readjust cut out rail and unfasten lengths specified by CWR-
Adjust/charts or tables.

Scenario 3 - When CWR-Adjust is NOT available (i.e. when Scenarios 1 and 2 are
not employable): procedure is to record gap size, rail temperature, and location, and
perform any expedient interim repair. Then the required RNT readjustment is to be made
at warmer temperatures in accordance with the following:

(a) From the railroad’s CWR Policy determine the “return temperature” for
readjustment, and perform readjustment at or below this temperature.
(b) At this return temperature, apply reference marks at ± 12 inches from the
joint being opened rail being cut.
(c) Apply bench marks at ± 390 feet away from joints. These benchmarks are
thin paint marks on the rail base extending to the tie plate, or with concrete
ties rail base extending to the tie.
(d) Open joint or cut rail as required.
(e) Cut out rail until it stops moving.
(f) After rail stopped moving, unfasten 390 feet rail in both directions.
(g) Keep cutting rail out till there is no more rail movement. Measure and
record rail temperature and the amount of rail cut out from the reference
mark movements.
(h) Compare the recorded rail temperature to subdivision’s RLT. The
difference is the temperature differential to determine if any additional rail
has to be cut out.
(i) Determine the additional rail to be removed based on the Table A below.
Note: if recorded rail temperature is above the RLT no additional rail has
to be removed.
(j) Measure and record the benchmark movements at the ends (difference
between rail base and tie plate markings at ± 390 feet), and add the two
end movements.
(k) Add the two end movements plus the weld allowance to Table 4.1 values.
This is the total amount of additional rail to cut out.
(l) Cut out the additional rail as determined in (k) above.
(m)Pull or heat the unfastened rail length to close the gap to welding
allowance.
(n) Reapply anchors/fasteners and make the weld.

© AREMA 2013® 1019

 (o) Record welding temperature, readjusted RLT, rail added previously during
interim repair, bench mark movements, total rail removed [the sum of (g)
and (k)], and rail length unfastened.

Note: Scenario 3 option is based on best practice engineering assumption that

for all cases one unfastening length of 10 rail lengths on either side of the cut or
break is adequate for readjustments. Theory and tests suggests that influence
zone lengths range between 400 to 1200 feet, so the ± 390 (780 feet) is a
reasonable industry accepted compromise.

Table 4.1 – Additional Rail to Remove for Readjustment (for 780 feet, Scenario 3)

Temperature Differential Additional Rail to Remove

(°F) (inches)

5 ¼
10 ½
15 1
20 1¼
25 1½
30 1¾
35 2¼
40 2½
45 2¾
50 3¼
55 3½
60 3¾
65 4
70 4½

[Rail Removal (inches) = Total Rail Unfastened Length (inches) x Temperature Differential (°F) x 0.0000065]

Scenario 4 - Special cases when CWR-Adjust is NOT applicable: there are special
situations in which the CWR-Adjust has theoretical limitations and do not apply. These
are covered below:

1. Defects/breaks clustered in “close” proximity to each other: if the defects/breaks

are 800 feet or more apart, apply CWR-Adjust. If the defects/breaks are closer
than 800 ft, CWR-Adjust does not apply. In this case apply Scenario 3 to each
location independently. (The rationale for 800 ft is based on the sum of an
“average” two influence zone not (or just partially) interfering with each other,
where the “average” influence zone is estimated at 400 ft on one side of the
cut/break.)

2. Defects/breaks near “fixed” structures: if defects/breaks occur within 400 feet of

a rigid structure (switches, crossings, bridges, etc.), CWR-Adjust does not apply.
In such cases apply Scenario 3. When applying Scenario 3, the 390 ft of

1020 © AREMA 2013®

 unfastening requirement in the direction of the rigid structure can be relaxed i.e.
unfasten the maximum length of rail available on that side, but retain the 390 ft on
the other side. Similarly the end benchmark can be placed at the maximum rail
length adjacent to rigid structure.

3. Defects/breaks near each other on opposite rails: if defects/breaks occur on both

rails within 200 feet of each other, their readjustment is still in line with Scenarios
1 or 2 per CWR-Adjust, or Scenario 3 if applicable. However their readjustment
time (temperature) must be on a priority basis because of the high buckling
vulnerability due to both rails having a reduced RNT. In line with buckling
probability estimates producing Figure 3.5 values, the recommended return
temperature for readjustment is:

TRETURN = (TRB1 + TRB2)/2 + 70°F

where TRB1 and TRB2 are the respective rail break/cut temperatures.

Example: if one rail breaks or is cut for defect removal at 10°F, and the other rail
breaks or is cut at 30°F, the return is at/below a rail temperature of 90°F.

5.0 CONCLUSIONS

1. A major aspect of track buckling prevention deals with keeping thermal forces to
safe levels. This requires an effective management of rail neutral temperatures
(RNTs) which when reduced can create critical buckling force levels. One key
cause of reduced RNTs is cold temperature/tensile force induced rail breaks and
defect removals. Such reduce the RNT to the rail break/cut temperatures and
produce long influence zones, a condition which requires readjustment to target
values before the onset of warm temperatures. Till recently industry practice
lacked sufficient knowledge on how and when to perform the RNT readjustment.
In response to this need a methodology has been developed to more effectively
restore reduced RNT condition after a cold temperature rail break or defect
removal.

2. The methodology is based on rail break mechanics and tests, and incorporates
industry accepted procedures. The methodology calls for measurements of the rail
gap size and rail temperature following a break/cut together with an estimate of
anchor/fastener condition. This information allows the pre-break/cut RNT to be
estimated and is used to determine how and when the RNT is to be readjusted to
target values in order to minimize track buckling potential. The mechanics of the
methodology has been automated into a user-friendly software program called
CWR-Adjust that provides track maintenance personnel with rail removal and de-
anchoring requirements for RNT readjustments.

3. The methodology together with CWR-Adjust has been cast into a set of best
practice guidelines for industry application. The guidelines stipulate four

© AREMA 2013® 1021

 Scenarios of application together with step-by-step procedures covering the
majority of the rail break and defect repair conditions and incorporate current best
engineering principles and industry accepted maintenance techniques. Thus these
guidelines provide the rail industry a best practice approach to more effectively
manage CWR thermal force conditions, thereby enhancing overall system safety
and network capacity.

6.0 REFERENCES

1. A. Kish, and G. Samavedam, “Improvements in CWR Destressing for Better

Management of Rail Neutral Temperature”, Journal of the Transportation
Research Board, No. 1916, pp. 56-65, and presented at TRB 2005.

2. D. Read, A. Kish and J. LoPresti, “Management of Rail Longitudinal Forces

Under Heavy Axle Loads” Proceedings, 8th International Heavy Haul
Conference, pp. 659-665, 2005.

3. A. Kish, and G. Samavedam, “Winter Rail Break Model”, UD DOT/Volpe Center

Software, April 1993

4. D. Read, and A. Kish, “Methodology for More Efficient CWR Management

through Improved De-stressing and Neutral Temperature Readjustment, Part 1”,
Technology Digest 005-010, AAR/TTCI, April 2005.

5. D. Read, and A. Kish, “Methodology for More Efficient CWR Management

through Improved De-stressing and Neutral Temperature Readjustment, Part 2,”
Technology Digest 005-011, AAR/TTCI, April 2005.

6. D. Read, A. Kish and D.W. Clark, “Optimized Readjustment Length

Requirements for Improved CWR Neutral Temperature Management”, presented
at 2007 Annual AREMA Conference

7. D. Read, and A. Kish, “Deanchoring Guidelines for the Readjustment of Rail

Neutral Temperature,” Technology Digest 008-017, AAR/TTCI, January 2007.

8. A. Kish, “Track Lateral Stability”, in Guidelines to Best Practice for Heavy Haul
Railway Operations: Track”, International Heavy Haul Association (IHHA)
publication, June 2009.

9. A. Kish, and G. Samavedam, “Track Buckling Prevention: Theory, Safety

Concepts and Applications”, DOT/FRA/ORD Report 13/16, March 2013

10. D. Read, and A. Kish, “Automation of Rail Neutral Temperature Readjustment

Methodology for Improved CWR Performance” Technology Digest 008-018,
AAR/TTCI, May 2008.

1022 © AREMA 2013®

 11. Rail Safety Advisory Committee (RSAC), “Generic CWR Policy”, Federal
Register - Notice of Proposed Rule Making, Washington D.C., December 2008.

12. D. Read and A. Kish, “Guidelines for Managing Thermal Forces and Rail Neutral
Temperature in CWR” TTCI Research Report # 1003, December 2012

13. TTCI Software: “CWR-Adjust”, Transportation Technology Center Inc., Pueblo,

CO

List of Figures and Tables

Figure 2.1 – Example of RNT Response to a Cold Weather Rail Break for a Timber Tie
Track with Anchors on Every Other Tie (EOTA)

Figure 2.2 – Track Longitudinal Resistance

Figure 2.3 – Influence Zone (LD) as a Function of Force in tKH5DLOǻ7DQG5DLO7UDFN

Longitudinal Resistance

Figure 2.4 – *DS6L]HDVD)XQFWLRQRIǻ7DQG/RQJLWXGLQDO5HVLVWDQFH

Figure 2.5 – Current RNT Readjustment Issues

Figure 2.6 – Examples of Three Rail Gap Scenarios for Readjustment

Figure 3.1 – Reduced Unfastening Length and Localized “Overstressing” Influence on

RNT

Figure 3.2 – Reduced Unfastening Length for Low Pre-break/cut RNTs

Figure 3.3 – Methodology’s Illustrative Example

Figure 3.4 – Illustrative Example’s Physical Interpretation

Figure 3.5 – Return Temperature Criterion Based on Buckling Prevention Guidelines

Table 2.1 – Longitudinal Resistances for Different Fastener Conditions

Table 4.1 – Additional Rail to Remove for Readjustment (for 780 feet, Scenario 3)

© AREMA 2013® 1023

1024
Best Practice Guidelines for CWR Neutral
Temperature Management

Dr. Andrew Kish

Kandrew Inc. Consulting Services
Peabody, MA USA

September 29 – October 2, 2013

Indianapolis, IN

© AREMA 2013®
 Introduction Introduction
Consulting Services Consulting Services

Overview Presentation Talking Points

‰ Paper deals with the development of a methodology and “best practice
guidelines” for managing CWR neutral temperature after cold
• What is the rail break/neutral temperature (RNT) problem?
temperature rail breaks and defect removals.

Key Issues Addressed • What are the restressing/RNT readjustment difficulties?

ƒ What is a new methodology to manage cold temperature rail breaks • What is a new methodology to restress CWR after a rail
and defect removals?
break/defect removal?
ƒ How to translate into “best practice guidelines” for industry use?
• How does the methodology work?
Paper Content
• What are “Best Practice Guidelines” for more effectively
¾ Rail stress/neutral temperature (RNT) fundamentals
¾ Rail break mechanics, key parameters, and readjustment issues managing RNT?
¾ New methodology for rail break/defect removal RNT readjustment
¾ Best practice guidelines for CWR neutral temperature management

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

The Rail Break Problem The Track Buckling Problem

Consulting Services Consulting Services

Issue: Welded rail (CWR) can experience rail fractures/breaks under

cold temperature induced tensile force conditions.

Problem: Problem
ƒ Rail break caused derailments rank #1 in ALL track failure
caused derailments • Very difficult to detect
ƒ In the US there over 80,000 service failuresannually, and rail flaw • Dynamic event; can cause derailments
inspection detects over 70,000 internal defects requiring removal
ƒ When rail breaks or is cut for defect removal the neutral • In USA: many derailments/year at high
temperature (RNT) is substantially reduced – requires adjustment damage levels [45 @ $19M] 2011
ƒ RNT readjustments after rail breaks/defect removals are difficult • Many incidents/high repair costs
due to NOT knowing what reduced RNT condition is being adjusted
ƒ If RNT is NOT readjusted prior to the onset of warm temperatures, • Tensile rail breaks can also contribute
the track can become buckling prone

Take away: over 150,000 locations of reduced RNT annually if NOT readjusted!
September 29 – October 2, 2013 September 29 – October 2, 2013
Indianapolis, IN Indianapolis, IN

The Track Buckling Problem The RNT Problem

Consulting Services Consulting Services

T109 Track Alignment Irregular (Buckled/Sunkink) [All]

60 Definition: Neutral temperature (TN , RNT, SFT) is that rail temperature at which the
Number of Derailment

net longitudinal force in the rail is zero. It is often associated with the “laying” or
50
FRA Buckled 40
“fastening” temperature. It has a relationship to the force (P) in the rail:
Track 30 2600136#
Derailment 20
Statistics (T109) 10 P = EAD(TR - TN)
0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 The Thermal Force Problem

2011: 45 @ $19M - #1 in BOTH number of derailments and $$$ damage; mainline: 37 @18.7M = P High Compressive Forces P
$505K/derailment (NOT including injuries/fatalities, evacuations, emergency response; legal fees, etc.)

2012 (mainline) - 27 @ $900 K/derailment: 32% of ALL track caused derailment damage TN is Highly
Principal Cause Variable!
P High Tensile Forces P
AAR/TTCI Study: in over 70% of buckled track derailments Neutral Temperature (RNT)
was a major contributing factor

BOTTOM LINE: need to manage RNT more effectively to

reduce the number of track buckling caused accidents

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

© AREMA 2013® 1025

 The RNT Problem Consulting Services
The RNT Problem Consulting Services

US typical installation regime

RSM™ RSM™

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

The RNT Problem Consulting Services

Rail Break RNT Profile Consulting Services

Cold Temperature Rail Defect/Break Repair/RNT Readjustment Issues

RNT Locked Rail Break/Cut RNT Profile

in After TBreak =40°F(4°C); RNTPreBreak=100°F (38°C); Gap=3in (7.6cm); EOTA
Added Rail
Pre-Break RNT = 100°F (38°C)
RNT (°F)
100

80

Add
RNT Just 3 in 60
Rail breaks cause After the
Rail

large reductions in RNT Break 40 Ld=635 ft (194m)

3 in 136#Rail
RB1 TBR= 40°F Timber Ties 20
RB3
How much? 900 800 700 600 500 400 300 200 100 0 100 200 300 400 500 600 700 800 900
RB2 Distance from break (ft)

Key RNT Readjustment Issues:

(1) when to come back to readjust
RNTs reduce to rail break/cut temperature! (2) how to readjust (how much rail to cut out and what length to unfasten)

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

Rail Break RNT Readjustment Difficulties Consulting Services

Rail Break Influence Zone Issues Consulting Services

Influence Zone (Ld) Depends on Thermal Load (ǻT), Longitudinal Resistance, and Rail Size
Why Are Some Current Readjustment Methods Ineffective? 2000
'T = TN –TRC; 136# Rail
TN: Rail neutral temperature
LD, Influence zone length on one side of cut (m)
LD, Influence zone length on one side of cut (ft)

1800 TRC: Rail cut/break temperature

METHOD 1: When rail is added as an interim (plug) repair for broken/cut rail, EOTA
ETA EOTA: Every Other Tie Anchored
remove the added rail later at a warmer temperature with unfastening 1600 + ETA: Every Tie Anchored 500
CTEF CTEF: Concrete Tie Elastic Fastener
195 ft both sides of the cut – AREMA Recommendation/Chapter 5
1400
Rail Break/Cut RNT Profile
Rail Break/Cut RNT Profile 400
RNT (°F)
Issues: removing the added rail often is not enough, and nor is the 195' unfastening length; 1200 RNT (°F)
100
also the “warm” temperature to readjust is not known? 100
80
80
1000 60 300
60
40 Ld=635 ft (194m)
 40 Ld=635 ft (194m)
800 20 20
800 800
600 600
400 400
200 200 0 200 400 600 800
0 from
Distance 200 break
400 600
(ft) 800
Rail break INFLUENCE ZONES are much longer than 195 ft !! 600
Distance from break (ft) 200
'T=90°F(50°C)
400
'T=60°F(33°C)
100
200
'T=30°F(17°C)
METHOD 2: When the rail break/cut gap is small, close the gap by pulling or
heating the rail without any anchor/fastener removal 0
10 15 20 25 30 35 40 45 50 (lbs/in)
(kN/m)
Issues: RNT may be restored to nominal pre-break value but NOT necessarily to the 2.7 5.3 8.0
desired target level Longitudinal resistance, fo

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

1026 © AREMA 2013®

Rail Break Influence Zone Issues Consulting Services
Rail Break Gap Size Issues Consulting Services

Influence Zone (Ld) Depends on Thermal Load (ǻT), Longitudinal Resistance, and Rail Size What Do Gap Sizes Depend On?
2000
'T = TN –TRC; 136# Rail Thermal Load (ǻT, Longitudinal Resistance, and Rail Size
TN: Rail neutral temperature

LD, Influence zone length on one side of cut (m)

LD, Influence zone length on one side of cut (ft)

1800 Determine Break/Cut Gap Sizes

TRC: Rail cut/break temperature 12
ETA
EOTA EOTA: Every Other Tie Anchored
CWR: 136# Key Rail Break Mechanics Parameters
1600 + ETA: Every Tie Anchored 500 11 'T = TN –TR
CTEF CTEF: Concrete Tie Elastic Fastener
TN: Rail neutral temperature 136# rail

(in) gap size (in)

10 TR: Rail temperature
1400 % Change in EOTA: Every Other Tie Anchored
TBR/CUT=10°F 2" CTEF
Rail Size RNT Profile
Rail Break/Cut
LD 400 9 ETA: Every Tie Anchored
1200 RNT (°F) CTEF: Concrete Tie Elastic Fastener
136 100 0 8 Gap size
80
141 60 +3.4

or total
1000 300 7 Break/cut temp
Knowledge of rail movement or gap size together EOTA

Gap Size
 132 40 Ld=635-ft 3.1
(194m) with the rail cut or break temperature allows the Rail size
Influence zone lengths can vary 6
800 20 determination of RNT before break/cut Fastener type/condition
between 200 to 1200 ft on

Rail movement
800 600 115
400 200 0 -16
200 400 600 800 5
EITHER SIDE of the break or cut Distance from break (ft) 200
600
'T=90°F(50°C) 4
Pre-Break/cut RNT
ETA or CTEF
400 3
'T=60°F(33°C) Break/cut influence zone
100
200 2
'T=30°F(17°C)
1
0 How much rail to cut out
10 15 20 25 30 35 40 45 50 (lbs/in) 0 and
0 10 20 30 40 50 60 70 80 90 100 what length rail to unfasten
(kN/m) for a
2.7 5.3 8.0 ǻT(°F)=(TN –TR)
target RNT
Longitudinal resistance, fo Example: If T=60°F and rail break temp = 10°F, then the prebreak RNT=70°F
September 29 – October 2, 2013 September 29 – October 2, 2013
Indianapolis, IN Indianapolis, IN

RNT Readjustment Issues Consulting Services

RNT Readjustment Issues Consulting Services

How to Readjust: When and What Procedure? Key RNT Readjustment Issues

RNT Locked Rail Break/Cut RNT Profile

in After TBreak =40°F(4°C); RNTPreBreak=100°F (38°C); Gap=3in (7.6cm); EOTA
Added Rail
How to readjust i.e. how much rail to cut out
Pre-Break RNT = 100°F (38°C) When to come back and readjust? and what length to unfasten)?
RNT (°F)
(at temps before track becomes bucking prone) (have to know the reduced RNT profile)
100

80

Add
RNT Just 3 in 60
After the Rail
Rail Break/Cut Rail Temperature (°F) at
Break 40 Ld=635 ft (194m) Temperature (°F) Which to Readjust or Apply Rail Break/Cut RNT Profile
3 in 136#Rail Slow Orders
TBR= 40°F Timber Ties RNT (°F)
20 60 135
100
50 130 80
900 800 700 600 500 400 300 200 100 0 100 200 300 400 500 600 700 800 900
40 125 60
Distance from break (ft)
30 120  40 Ld=635 ft (194m)
20
20 115
800 600 400 200 0 200 400 600 800
Key RNT Readjustment Issues: 10 110 Distance from break (ft)

(1) when to come back to readjust 0 105

(2) how to readjust (how much rail to cut out and what length to unfasten) -10 100
-20 95 CWR-Adjust Software for Readjusting RNT
-30 90 (Developed by TTCI)
September 29 – October 2, 2013 -40 85 September 29 – October 2, 2013based on rail break mechanics,
ƒ program
Indianapolis, IN Indianapolis, IN
theory, field tests, and industry input

Automated Software for Readjusting RNT New RNT Readjustment Methodology

Consulting Services Consulting Services
NEW METHODOLOGY

Methodology Roadmap
TTCI Software: “CWR-Adjust”

Evaluate/Measure
Input Parameters
Output 136# rail
Rail Break/Cut RNT Profile
• Rail size TBR/CUT Fastener type/ Rail Break Theory RNT (°F)
condition
• Pre cut/break RNT* +
• Anchor/fastener type/condition Software 100
algorithm
• Rail length to unfasten/deanchor + Test Data
80
• Rail cut/break temperature Gap size +
• Amount of rail to cut out Industry Guidance
60
Break/cut temp  40 Ld=635 ft (194m)
• Measured rail gap 20
Rail size
• Designated/target RNT 800 600 400 200 0 200 400 600 800
Fastener type/condition Distance from break (ft)

Railroads Customize for Internal Use

How much rail to cut out

ƒ CWR-Adjust coupled with RR’s Maintenance Management System and
ƒ Customized Slide Rule type “Pull-Cards” what length rail to unfasten
ƒ Tables in RR’s CWR Policy Document to Determine RNTPREBREAK for a target RNT

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

© AREMA 2013® 1027

 Best Practice Guidelines Best Practice Guidelines
Consulting Services Consulting Services

Guidelines on Cold Temperature Readjustment of Neutral Temperature The 4 Application Scenarios

Rail Break/Cut Return GUIDELINES: the specific readjustment requirements are based on the measured gap size,
Temperature (°F) Temperature (°F)
rail size, the rail temperature at the time of the break/cut, the fastener/anchor condition, and the
60 135
50 130
target RNT in line with the following 4 scenarios::
RR’s CWR POLICY: rail that has pulled apart, broken or
40 125
been cut for defect removal must be readjusted to within 30 120
the subdivision rail laying temperature (RLT) minus a safe 20 115
range (usually between 0 - 20°F) within the time/temperature 10 110 Scenario 1 - Measured gap size indicates that the pre-break/cut RNT is in the RLT-20°F
0 105
specified by the readjustment TABLE -10 100
range or above
-20 95
-30 90
-40 85 Scenario 2 - Measured gap size indicates that the pre-break/cut RNT is below RLT-20°F

TOOLS REQUIRED:
Scenario 3 - When CWR-Adjust or equivalent charts/tables are NOT available or
1. TTCI’s CWR-Adjust software (or equivalent charts and tables) to provide the applicable
pre-break/cut RNTs, the unfastening lengths, and the amount of rail cut-outs.
Scenario 4 - Special Cases When CWR-Adjust or charts/tables are NOT applicable:
2. The railroad’s data management system to record and store gap sizes and the
• Defects/breaks clustered in “close” proximity to each other
calculated prebreak/cut RNTs, unfastening lengths and rail removals.
• Defects/breaks near “fixed” structures
3. Procedures on how to apply - 4 APPLICATION SCENARIOS • Defects/breaks near each other on opposite rails

September 29 – October 2, 2013 September 29 – October 2, 2013

Indianapolis, IN Indianapolis, IN

Illustrative Example of Application Innovative Aspects of Guidelines

Consulting Services Consulting Services

Example: a rail break occurring at a rail temperature of 10°F in a concrete tie territory resulting in Guidelines and CWR-Adjust: Special Features
a rail gap of 2" . The territory’s designated laying temperature (RNTTARGET) is 100°F.
How to make the RNT readjustment? ƒ Reduces required unfastening lenghts:
Rail Break/Cut RNT Profile Readjusted RNT Profile
Record Data!
RNT (°F) RNT (°F)
136# Rail RNTTARGET=100°F REDUCE Ld’s by 50%
100
TBR/CUT=10°F 2" CTEFavg 100
80 Unfasten only ½ Ld, but cut 80
60 Unfasten 318 ft
Add 2" more rail out to compensate on either side of 60
of 40 Ld=635 ft (194m) break
by localized overstressing 40
Rail 20
20
800 600 400 200 0 200 400 600 800
800 600 400 200 0 200 400 600 800
Distance from break (ft)
Distance from break (ft)
ƒ Make interim plug repair – requires adding 2" of rail
Rail Break/Cut Rail Temperature (°F) at
Reduces track time and resources!
ƒ Apply CWR-Adjust to determine: Temperature (°F) Which to Readjust or
Apply Slow Orders

RNTPREBREAK : 74°F (Scenario #2 Applies) 60 135

Length of rail to unfasten: 280 ft on either side of break 50 130 ƒ Accounts for “end-movement” effects:
Amount of rail removal: 6" (incl. 2" added + 1" weld 40 125
allowance) 30 120
20 115 Rail Puller
ƒ Determine when (at what temp) to return 10 110
for RNT readjustment 0 105 Gap
-10 100
ƒ Return for readjustment before TRAIL exceeds -20 95 Anchored
Ends
Unfastened Length Anchored
-30 90
110°F; and follow CWR-Adjust move in Ue
-40 85
September 29 – October 2, 2013 End movement UeSeptember 29 – October
has to be included 2, 2013
in total rail cut-out when applying
Indianapolis, IN Indianapolis,
rail pullers IN heating
or ambient

Best Practice Guidelines for RNT Management Consulting Services Best Practice Guidelines for RNT Management Consulting Services

Concluding Remarks

™ Managing RNT readjustments after rail breaks and defect removals is difficult,
but there is a new methodology available:

ƒ Formalized into industry procedures as “Best Practice

Guidelines for RNT Management”
ƒ Guidelines apply to most break/defect removal conditions as
covered by 4 Readjustment Scenarios

ƒ Easy application facilitated by TTCI software: “CWR-Adjust”

ƒ Special features:
• calculates “minimum” unfastening lengths
• adjusts for “end movements” effects

™ Anticipated benefits: improved system safety and increased network capacity

Acknowledgement: Mr. David Read (now retired) and Semih Kalay of TTCI for conducting
the experimental studies and developing CWR-Adjust, to several railroads notably the
Union Pacific and the BNSF for guidance
September 29 – and implementation,
October 2, 2013 and to the US DOT’s September 29 – October 2, 2013
Volpe Center for the earlier theoretical work on rail break mechanics
Indianapolis, IN Indianapolis, IN

1028 © AREMA 2013®