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W V \ 99 l'BUBtM'IUVfWulfl Performance f J t ÉjOtH clllûîlTmf) (T/ÎTnnm Performance W <£) UÎ14VI i z i ^ u lumftwiufls ivnuuinvi ^ovi^uuQii^U'aiinuuliJijnuiiû^ t v ^ i , u itfrn ï u îw/n/w rhvum m /I 1*1 ii us uns tw n u w v i -sfa i i J u f m n n w n u l f m a s m n v i ; î/ «» ») «J*sl „ w v i 9cn lunmvmu<imimvn^iuîn<) lotnvimu'rm rf i r s/ t iilu w ifSH u s n i w W i n f m n y i l f l m i m u i J « • t ïfuvi ^ m n i m o fminvtauNnu'?::1 ht m i l V U m m I I te m<iv\ 9 g v iu m i w i j ^ i ^ i 'wmfuvînimnnumî ûlii m'irntfae-jvi i rau lau n t n » ■ïïlu'j es. u-m ( m w r i m m ) iua-mffîia>3Viim I T ' m u f i H u o r n m î lïliunnvl Performance l tel wi LU'cnf'ifiO Performance te UflO i i Tlfl>3fiUvnUtinflSfiU WîfHlflfiS Line i te i l i I fionsunuflwlmn immlâunîiiAlmBds^onlunoîSfifnufiu^^numifmsiLaun r , 51 fmviooou.ûin^lî OinnnV'h/S Perform ance m n iflfiS 'H n s idfmiUÎikÛtJU ^ 4 d ^ 1 v t v mUL ÔUV» 0) lâ u iu v ifiU ^ im n ^ n u lfiü ^ u S flU O n ^ fi fit) Perform ance dcn% t e t e t e b - ~ ^ u u m u ' w i n i î l î ^ ^ n u ^ u U tnuimjonîilfiim^iu^Q^fiu^nu. L o w l f m n n n Y l u 100' 90 PERFORMANCE ., -80 70^ 6o 50 40 30 20 10 STAFF PERFORMANCE PACKING LINE No.l 1 2 3 4 5 6 7 8 9 1 0 11 121314 1516 17 TIME IN DAYS 61

nnjvftfrnv'l m w ffn m T n ^ u w 'h w u TflujjmiVwift.anuïaU'j ûüuuvh v 6 ii i l a/a/^ v ' 51 utn-nimulwiruj w ^ s ï i u i m iwfmlfivii'nm u i t I i i <?. u^m Jfnvi imat irbu viîûimfiïfl iilm i'W b Im jrm itJîud lîfau i t la. V h û î m l n W ï a/ \ \ ^ t ■ ViUfluSfl ÜîÛtmDfmîlnUlJmî^ V VI Performance Wfiusnuimasuuurrâ^u «n. ÎH Performance 1/ 5/ a w v w iâuii«nïa:lî -t?-unl”LiQun^l? «/ - ’. ntnrimjtiîllllfn m u W f m l w i n i J Performance w p m < n u l u 1 1 ' i y , v lîN m u w v n u n m w itlu tfiîû^^oülurîiîVj^îm'ivinvin^iJnjiJj^Linl^^nnî^^l^ V V l • 5/ * ■ ; v V î ^ ^ 1 4 ' j'iulwiJïïiviîfnTO'î^u uas'nuafitùnuviun'it u w m w ü inatm'wiï-i annvmu'ïa/ v 3 jn u ? v n î< n u lf iu i f e ^ u w v i î n i J î n u ^ i u ^ n u H r a ^ ^ i i a ^ ^ b u u u S m iû > ilft u n u u m i I l I 1 ^ I ^ 31 * 5/ l %> 1 u w n u m w l m ' i n i m â d i i l u u m - ' Q - l î 'v s t i r T b û i m l T ïm / m u v itJ o i m m l û n i v i n i j i v n u ù w q u u f f i n i î i m v n u m w m n u f n f ) ^ Q ^ u î v n î o ^ u v i ^ u u î b v i w a i l u n î î U f ) ' i î l u n ' î m î p n w ^ i H r a ' î v n u a n w i J B u i t t n w i i i î n ^ ^ a f l a j v n u v h iiv m lf i u m S û v n u 3 m f n /m w u m J m v i w î û i m m f i s p m v n u f m - ^ Ç ! W e r . f Q r ~ —. . — - . . . . . . . . . . • l ' K . M o . . I A . » 8 * • > • « • « » M I I A i < M M » I A I A * l »*" ■ 1 y» A I » /*\ A/- O I r-\ mance î/ •îiQ-jfiW'iuvnuiiluainvjlî uasîjfnîtfi iuun^ ninl'anuatmlnm uastmvi a/ i / i / t l l I I m J m b v H i n l m m o lâuBimlî iikiî^vlvnufîonsvinij ^ ' m ^ o u m î î n n v n ^ i u (Work study) uûnrin^udJj'fU iiiuilr-lti^u s / l la/ lumunnî imiUfiUfif) (Productivify) lulî^^dUQflfilVinîîWVnllJu^O lUÉhinîfl udmrnn'irumilî-yofiUT.uo^^iuyn^vn^l?) iSumn<m lupnjilîu s/ a/ ' i ^ i a/ 1 ^ v * ivifl l^udinlmun iJîdnfpi^dVJiî^iJî-vimifidled^'ii)luriiîl]0dî^înHdvin<} Ifiî-vtddvi ^ °1 I I i ^ 1 % V V V 90 - tno % î5»uu r j ù i m lôttlmviU'Ulul'îiiiiU'OMÜ'j vi-^muvipmu‘Bn-3?mufi-3'?ï I 1/5/ l ^ 5/^ I s ^ j/ ^ u i un vi tjtn ul f) fim oiu n î t *r. v31 u i tq >j uin 4 mfim^î i l thwiajtu. 62

1 - Arneke sleeper laying machine with carrying châssis retracted and mounted on the transporter trolley RELÂYING CONCRETE SLEEPER TRACK IN GERMANY DB System, of renewal using'Arneke equipment enabies services to operate normally after an 8-hour possession for m a n y y e a r s oa the Germaa Fédéral Railway (DB) it has been the standard practice with concrète sleepers to use the Arneke single-line System of individual sleeper laying on an accurately p'repared and compacted ballast bed. On the DB at one time track possessions covering several days were granted to the civil engineer bv diverting traffic and by single-line working to enable the ballast bed to be prepared so that the track laid on it could be made ready for normal service in one operation. With increased efficiency these long possessions are no longer accepted policy and much faster track renewals are cailed for, but still retaining the principle that relaid track rnust be fit for use immediately without speed restriction and must stand up to traffic for a year without tamping. Current practice is realising consistently an average of 220 m of finished track over an S- or !0-h dav and up to 250 m/h has been achieved. The DB sleeper spacing is 63 cm; at 2 ft 6 in, as in British practice, the équivalent consistent average would be 1 miles of track in 8 h. The backbone of the System is tbe use of a ballast ribbon machine winch. by laying a 3-in top layer of vibrationcompacted ballast to an exactly level and centre-free top, irons out the inequalities prcduced by the previous deep compaction of the main bed. With the ballast stones having been vibrated to présent their fiais uppermost, the accuracy of this Joad bearing surface is ensured and the concept of immédiate service ability of tbe train is obtainable. When raid in, the rails fai! snugly into the sleeper baseplates and it is not necessary to level sleepers and disturb the ballast. Sleeper depositor The basic me-thod of operation centres on the Arneke sleeper depositor which is controlied by one operator and wiil lay 40 sleepers in under 4 minutes completely automatically. Charged with a .horizontal layer of up to 40 concrète or 80 timber sleepers it places them individually, one from the front and one from the rear of the machine simultaneously. Half the îoad of sleepers is conveyed towards each end where they are fed into a cradle which lowers them to the track. The cradle has spring loaded shoes or skids which slide into the baseplates as the sleepers enter it and adjust them îaterally. The sleepers are released I-in above the ballast, but the baseplates are still held to the fine line of the new track by the shoes which are spring-loaded to follow them down, even in free fall. Guide track The machine straddles the track bed and runs along a wide gauge guide track made up from Iong-welded rails, preliminary to their being placed into .position in the track, laid beyond the sleeper ends. Jacks with both vertical and latéral movement for support and quick alignèrent of these rails are used to sight them up to an accurate top and fine-line. One of the guide rails is specially aiigned to comroi the sleeper laying accurately to the line of the new track and the machine foüows this on doublefianged >wheels with small ftange clearance. Sleeper spacing is controlied and adjusted by turning a dial and, where circumstances require, they can be laid side by side. The accuracy of the sleeper spacing required by the DB is ±2 mm between sleepers. Articulation The machine is in two similar halves connected back to back and artioulated so -that it can operate on curves down to 13-ch radius and lay the sleepers radial to the curve. To save time it does not r-uc back to the supply train but only to the nearest point on the track on which the ieeder trolley is standing. This movement can be done at speeds up to 26 mile/h, The transporter trolley and feeder 63 Transporter trolley entering the sleeper laying machine to loaci it with sleepers

[Sleeper laying machine completing a run, and ready to ratura for reSoaeing group which is operated by one man, has three fonctions:— (1) to lift the sleeper laying machine off its guide rails to enable it to be retracted -to within the loading gauge, and to transport it to and from site at 30 mile/h; (2) to fetch loads of 40 sleepers from the engineers train and charge the sleeper layer by running inside it and lowering hydraulically the sleepers onto the conveyor chains in the sleeper layer; (3) io keep the collecting point as close as possible to the sleeper layer. To do this it moves the long-welded guide rails onto the baseplates of the newly laid sleepers to form a track for the train carrying the sleepers to move forward on. This takes place when sleepers for 360 mettes of long-welded rail hâve been laid. Sleeper layer This is done in conjunction with the sleeper layer which runs in front of the transport trolley on the guide rails and supports its front end. The weided rail lengths are snaked in from the guide rail position to track gauge at up to 10 mile/h and the set-up timeis under ten minutes. Hydraulic rail pullers are buik into the equipment to adjust the newly positioned rails to lengt’n before connecting up to the standard gauge rails. The feeder trolley has a 70 hp diesel engine, can run in a train or independently at train speed, and is fully braked. Ail mechanical movements, apart from traction, are by hydraulic power. A set of four Arneke portal-cranes, operated by one man, will lift out old track at up to 20 lengths an hour and it is not necessary to remove the ballast from between the sleepers beforehand. Crânes supplied to BR The laîest Arneke crânes, buiit for British Railways, hâve lifting baies which rise and fall between slides in the verticals and with this de vice the old track is placed centrally on the wagons. This can be done on a cant if required as the guide rails are laid to the same cant as the track. The crâne asscmblies are brought to site on a Saknon wagon from which they are unloaded direct onto the guide rails in 5 to 10 min. They are telescopic and can be moved within the loading gauge on the wagon, and in the working position they load six layers of track onto a 4-ft high iïat wagon. Four crânes are used instead of two to obtain a lighter construction and to get within the passing clearance in working order. The point-loading on the guide rails is less also because the carrying wheels are consequently increased to 16. They are used also for unloading the ballast ribbon machine onto the guide rails and other machines which work directly on the ballast bed. These crânes are currently used also by BR Eastern Région to lay prefabricated concrète sleepered track in 60-ft lengths. A set of two sleeper unloading Arneke crânes similar to those described but of heavier construction unload the sleepers from the supply train onto the x rr t _________ üi End view section of sleeper layer retracted within gauge and mounted on trolley for movement to site

R E L À Y I N G C O N C R E T E S L E E P E R T R A C K I N G E R M A N Y S N C F in s ttâ ls î u r n o u t s f o r 1 7 0 k m / h o p e r a t io n feeder trolley. They are fitted with clamping beams which grip round the sleeper-ends and lift off a horizontal layer of 40 close-packed sleepers. iroîley with far end supported on the sleeper layer lifting the continous welded rail onto the sleepers Bed depth préparation The German Fédéral Railvvay uses, a bulldozer fitted with fines at the rear and a blade in front to scarify the grade off surplus ballast to produce a fairly uniform density 12-in bed. to a level and cant controlled by the guide rails. The blade slopes back to allow surplus ballast to fall onto a transverse belt conveyor which delivers it beyond the guide rail in the cess or between tracks. Some of Ihis ballast is used by the ballast ribbon machine. The scarified and levelled bed is then compacted by conventional road rollers. multipad or other vibrating plate compactors and similar equipment îo densify it to a depth of 10 in. On this compacted and therefore slightly uneven surface the ballast ribbon machine then lays its accuraîe compacted top finish. French National RaiKvays bas instaiied two prototype turnouls o f 2 900 m radius, one leît and one right hand, to form a crossover at Km 88-7 on the Paris-Lyon iine. ihese were designed to be negotiated at up to 250 km/h on the straight and 160 km/h on the turnout, but computer analysis o! experimental data has shown that speeds of 170 km/h are possible (Photo: Revue Générale des Chemins de Fer) 6 5

There are questions here that are troubiing many bridge engineers and track men. A symposium at the recent meeting of the AREA throws light on the matter. W hen C om m iitee 15—Steel Structures presented its report to AREA m em bers at the Chicago m eeting on March 16, it also presented- a spécial feature in the form o f a panel discussion on the problem s and practices in handling w elded rail on bridges. M. L. K oehler, engineer, structures, Penn Central, w ho is chairm an of th e com m iitee, served as m oderato r. The other panel m em bers tvere: D. V. Messman, assistant to ch ief en ­ gineer, Southern; R. I. Simkins, assistant engineer o f bridges, Seaboard Coast Line; and L. F. Carrier, engineer, structures, Louisville b Nashviüe. M essman dealt toith the basic théories that enter int-o the discussion. His remarks, accom panied by slides, icere o f a technical nature and are not reprodu ced on these pages. Essentially, h e covered the nature of Steel, the résistance d eoelop ed by m ovem ent, how longitudinal stress varies from one point in the rail to another, tem pérature effects, creep o f rail under the action o f w heels, internai Und radial forces, rail buckling; and- the effect o f grades, braking, locom otive traction and- trafffc. By L. F. Currier ® On roadbed sections the successfuî use of continuous welded rail dépends, for the most part, on making adéquate provisions for prévention of buckled track and puîl-aparts which could resuit from température stresses and creep stresses caused by the effects of train movements. The same can be said for conventional jointed rail, except the problems are not so critical because of the lengths of rail involved and the ailowances made for movement at the joints. The problems could be very close to the same for both if joints of conventional rail are restrained from move- . ment. Undesirable track conditions are usually prevented by anchoring the welded rail to the ties and providing ample ballast section to keep the ties in place. Movement from température changes is confined to the 200 to 300-ft distance from the joints of each string, witb no movement in the center section. Field welding to eliminate joints is becoming a generally aecepted practice. Movement from creep stresses due to train effects is usually restricted by the use of anchois the full length of each rail string to distribute the stresses along the rail and keep the track vvhere it was laid. Since the forces from the rail must be transferred to the tie and tlien to the ballast and roadbed, an adéquate ballast section is as important as proper rail anchorage. Bridges—General When in s ta llin g con tin u o n s welded rail on bridges, the problems from température stresses and creep stresses from train effects still remain. There are. additional problems from expansion and contraction of the bridge because of température changes, and movement of stresscarrying éléments of the bridge when under load. Unless handled correctly, these movements can add stresses to the bridge that can be beyond the structures capacity. On tangent track it would seem that the main problem to be expected with continuons welded rail on ballasted-deek bridges would resuit from not having sufficient ballast embedding the ties to resist movement of the rail. There may be other problems that would be worthy of investigation. For example, what effect would the combination of additional friction between ballast and deck of the loaded bridge and the change in length o f the bridge éléments hâve on "the bridge? What effect would this condition hâve on the rail? Baliasted-deck bridges are subjected to radial forces from température stresses and creep stresses in curved rail. The effect of these forces on the bridge becomes a problem in direct ratio to the degree of curve. The bridge problem is affected further by the height of the structure and the length of the span. Under présent spécifications our bridges are not designed nor rated for these forces or any other forces caused by the installation of welded rail. îi would seem that they shouîd be. Qpar.-deck bridges As was mentioned earlier, the movement of continuons welded rail due to température changes is confined to the ends of each string. This rneans you can expect température stresses to be resisted by the end ties; and because of the added forces these ties are required to take, placing a joint on an open-deck bridge can bave very undesirable results: (1) îf the rail is not anchored on the bridge we can, of course, expect a pull-apart. (2 ) If the rail is anchored, we might expect failures of the tie fasteners, folîowed by a pull-apart. (3) îf the rail is anchored and tie fasteners are adéquate, we would expect either to hâve added bridge stresses which are heyond the biidge’s capacity or to bave added rail stresses which are beyond the rail’s capacity to absorb. { / ‘A 1 66

> \ ENTIRE PANEL is seated at speakers' table wjiile waiting to be introduced, Left to right: M. L. Koehler (moderator), Penn Central; D. V. Wessman, Southern; R. L. Simkins, Seaboarti Coast Line; and L. F. Currier, Lcuisville & Nashville. Boitecî joints between strings of welded rail should be used onlv with e.xtreme caution, preferably ne ver, on an open-deek bridge. Problems can also exist with joints placed -so as to hâve the rail fullv anchored ofF the bridge. (.1) Il anchors are used on the bridge, stresses in lies and fastenc-rs from température- expansion or contraction of the bridge vvhile the rail romains fixe-ci might exceed the capacité of the tie or fastener. (2; If the rail is anchored to the tics and the fasteners hold, the stresses added to the structure eould exceed the eapacity of the. structure. Thcre is also the possibilité' that the rail eould be over-stressed. (3) Unless ties are adequately anchored to the bridge, there will exist the possibilité' of the ties and rail cither moving transversely or. less likelv, up from the support. Tics nmst be anchored to the support but, at the same time, longitudinal movement of the bridge in relation to the rail must be provided so that the effectiveness of the anc-horage will not be haimed. A solution suggestecl for short spans is to eliminate anchors on the bridge and permit the bridge to “float” beneath the rail. The élimination of too many anchors from between joints of a welded string might resuit in the string being so sparselv anchored that its résistance to creep from train effects is too low to prevent stress bùild ups that eould cause buckling or pull-aparts in the rail. Leaving ofF too many anchors wQuId also leave the rail in danger of an’excessive pull-apart in. the everit a rail failure occurs at low températures. In discussing open-deek bridges ï bave, so far, rnade no mention of the effects of the slresscd éléments chgnging length under load. As Mr. Messman mentions, aîtbough this length change is general ly a minor portion of the movement, its effec-t can be the more damaging. Inc-reasccl bearing between the ties and bearing surfaces sets up frietional résistance that eould prevent sliding of the tie. If sliding is prevented and the tie does not roll or split, additional stresses eould be added to the structure élément supporting the tie that are more than its eapacity to absorb. Movement increases with length so that the longer the s pan. the more criticai is the condition. Open-deek bridges on curves are subjected to the same radial forces from rail stresses as baîlasted-deck bridges. It. is extremcly important that the lies are adequately anchored to the bridge to prevent fhe.se forces from moving the trac-k ont of line. Bridge maintenance We novv corne to maintenance of bridges on which there is welded rail. This eould becorne a problem of scKeduling maintenance work onlv during seasons when there is little likelihood of rail buckling. Finaliy, one of the big problems we are up against is h a vin g a cornplicated suhjeoi xvîth verv little information as to the behavior of bridges and welded rail when the two are comhined. W e rnay sorne day warit to hâve tests run ou bridges to compare the effects of welded rail with those of jointod rail, or tests run to compare the effectiveness of varions types of eonnec-tors. üntil we hâve more field information than is now availabié, the practice of laving welded rail on bridges will continue to be a combination of theorv and trial and errer. By R. I. Simkins Because of certain undcsirable results which are possible, su ch as damage to bridge structure, buckling of rail or trac-k, and séparation of rail as resuit of builcl up of internai stress, it is thought that spécial précautions should be observed in laying continuons welded rail on bridges. Damage to timber trestîes from forces imposer] by rail bas been observed as evideneed by spîitting of ties and caps, and displacement of stringers. D am ag e to S te e l bridges is not as apparent but su ch forces may be eontributing to long-term détérioration. As to buckling of rail cansed by internai stress, there hâve been sev6 ?

Welded raii c o n t'd eral derailments over the çountry on roadbed track laid to this cause, and séparation of rail at bolted joints is a fairîy cornmon occurrence where rail stress is high and anchorage insufficient. These probîems apply to rail with bolted joints as well as welded rail but are thought to be relieved somewhat in bolted rail bv slippage in the joints. Minimizing the possibilities General measures which are being taken to minimize the possibilities are the following or combination of the following: (1) Installing welded rail on bridges when médian températures prevail. To accomplish the same resuit, when prevailing températures are low, some railroads are experimenting with heating or stretching the rail; although, it is not known these measures hâve been used for laying welded rail on bridges specifically. (2) Anchoring rail sufficiently to ties on roadbed approaches and on bridges to localize movement and displacement of rai! in case of séparation, and seeuring rail and track to prevent buckîing. (3) Using rail-expansion joints on long bridge structures to prevent build up of stress in the rail. No. 2 is the measure most used bv railroads when laying welded rail on bridges, and judging by known results must be considered rcasonably effective. This practice is simply that used in laying welded rail generallv. Under the direction of a former chairm an of the W elded R ail subcommittee of Cornmittee 15, a questionnaire in regard to welded rail on bridges was sent to the chief engineers of the railroads. The resuîts of this questionnaire indicate that few untoward events hâve resulted from bridges. In contacts with the bridge engineers of the varions railroads, two major complété Systems of practice with regard to installation of welded rail on open-deck bridges bave been presented. One System spécifiés that rail be heavily anchored to ties on roadbed approaches to isolate the bridge from general rail movement and attendant forces, -and that welded rail be continuons without bolted joints a minimum distance of 200 ft onto cach roadbed approach. This System further spécifiés that the rail shall be anchored continuously to ties of the bridge where spans are 100 ft in îength or less. For spans over 100 ft, the rail shall be anchored to ties for 100 ft at the fixed end of each span. Rail-expansion joints are specified for placement at the expansion end of ail spans in excess of 300 ft in Iength with the rail anchored for 100 ft at the fixed end. Rail-expansion joints are also specified to be instaîled near each end of drawbridges to prevent jamming or opening of the drawbridge rail joints. This System gets the desired results by preventing running of rail onto bridges, and by anchoring the rail to the bridges in such a way that the différence in bridge-and rail température expansion is minimized. The other System spécifiés extensive use of rail-expansion joints so that the rail is relieved of température stresses at ah times, and interaction of forces between bridge and rail is eliminated. Under this System rail anehors are used on bridges only at the fixed side of rail-expansion joints or at the center of rail strings which terminate at each end in the sliding portion of rail-expansion joints. This System permits the use of bolted joints between welded strings and installation on bridges on curves since rail stress due to température change is virtually eliminated. In addition to these two major Systems. other trends and recommendations gathered in correspondance and contact with bridge engineers are asiollows: (1) One railroad limits the use of continuous welded rail to short spans and short bridges except on ballasted-deck bridges with curvature less than onc degree. (2) It is the consensus that problems associated with welded rail are less acute for ballasted-deck bridges than for open-deck bridges. In fact, some engineers advocate use of the same practice for installing rail on short-span ballasted-deck bridges as is used on roadbed track. (3) There is a general réluctance to install welded rail on bridges on curves, particularly where the curvature exceeds 2 deg. This practice résulte from uncertainties as to the effeet of radial forces. (4 ) One bridge engineer recommends that Steel gnard rails be anchored and fastened more securely than normal to minimize displacement in case of rail séparation. (5) It is suggested by the bridge engineer of one railroad that cost of spécial measures required for suecessfuî application of welded rail to bridges may outweigh the benefits of welded rail and that this shouîd be taken into considération for each installation. In addition to the spécial practices observed at the tirne of laying welded rail on bridges, précautions are also being observed in maintenance operations, which in volve the unfastening of rail from ties or ties from bridge spans. Some of the précautions are: (1) Maintenance operations are carried out with température near or lower than that prevailing when the rail was instalied. (2) Provisions are made to hold track and rails in line while unfastened. (3) Where possible during tic rcnewals, alteroate ties should be replaced and secured first with the rcm ai rider being changed out in a second stage. In spitc of the difficultés involved, manv railroads are presently installing welded rail on bridges, ernploving measures that suit the économie and spécifie location conditions of their fines, and in general these installations hâve obtained satisfactory resuîts. B "Dam age to tim ber tresties from forces imposed by raii has been observed as evidenced by splitting of ties and caps, and dispiacement of stringers.” • -J A *«■5. 68

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