1. By A. J. Reinschmidt & Semih Kalay
Railroad Technology Development AAR’s Research Planning Process and Current Program By
A. J. Reinschmidt &
Semih Kalay
TTCI is a subsidiary of the Association of American Railroads
Pueblo, Colorado

2. AAR Strategic Research Program
TTCI conducts the Strategic Research on behalf of the AAR and its member roads
Research program addresses current and future strategic issues relating to the North American Rail Industry. Research Objectives are:
Improve productivity and reduce costs
Better utilize assets
Extend life of major assets
Improve Safety
Reduce track and equipment-related derailments through technology development and implementation
Increase capacity and improve efficiency
Relieve capacity constraints
Improve service and reliability
Reduce Stress State of the Railroad
De-stress Track, Structures and Freight Car

3. Research Planning and Conduct
Trend Analysis and Research Needs
Development of industry consensus on priorities
Review of existing plan
Analysis of RR spending trends
Analysis of RR safety trends
Railroad business outlook
Meetings with individual railroads
Emerging technologies at AAR affiliated labs
Review of FRA five-year plan
AAR research Committee prioritization
Cost/benefit analysis and implementation plans
Establish partnerships and cooperative arrangements

4. AAR Committee Structure

5. SOMC RTWC Research Committee
Roles, Responsibilities, and Accountabilities
SOMC
Policy
Long term goals
Regulatory Relations
Funding
Program Direction
Budget Allocation and Control
Program Prioritization
Post Audits
RTWC
Strategic Research
Technical Guidance
Technology Scanning
Recommended Priorities
Implementation Coordinator
Reports
Research Committee
FRA R&D

6. 2003 Capital Expenditures and Operating Expenses
Total Spending = $37.3 Billion
Note: Spending includes depreciation expense.

7. Track & Right-of-Way Spending Total = $4,534 Million
Note: Track & Right-of-Way spending is generated with 2003 Class I railroad (R-1) capital and operating expenditures for
specific accounts.

8. Equipment Expenses Operating = $6.26 B: Capital = $1.3 B:
Freight Cars: $3,251 M
Operating = $6.26 B:
Other
Equipment
$530
Locomotives: $2,476 M
Locomotives: $954 M
Capital = $1.3 B:
Other:
$213 M
Freight Cars: $130 M

9. Freight Car Labor Expense
Inspection
$270.0
Repair &
Maintenance
$331.5

11. Cooperative Research Programs
Cooperative FRA Railroad Research
Highly successful co-funded programs undertaken by TTCI
FAST/Heavy axle loads
HAL revenue service monitoring
Improved rail flaw detection
Improved rail steels
TOR friction control
Wheel defect prevention and axle research
Low impact track
FAST automation
International Cooperative Research
UIC JRP1, JRP2, and JRP3 Committees

12. Strategic Research Vehicle-Track System Mechanical Heavy Axle Loads
Wheel / rail asset life extension
Vehicle track performance
Train condition monitoring
Mechanical
Advanced freight train equipment
Advanced freight car truck
HAL axle design
Improved car components
Improved car performance
Heavy Axle Loads
Heavy axle load
implementation
FAST/HAL operations
HAL revenue service monitoring
Engineering
Track integrity
Special track work
Bridge asset life extension
Track components
Improved performance track

13. Mechanical Research Objectives:
Reduce the stress state on the railroad, improve safety and productivity
Reduced wheel/rail forces and operating costs with improved truck suspensions and better car designs
Reduced component failures with fatigue resistant knuckles, longer lasting CCSB materials, improved bearing performance & detection
Improved car performance by reducing sticking brakes & variability in truck warp stiffness, by providing remedies for poor curving, and providing an economic basis for alternative maintenance practices

14. Equipment Advanced Freight Car Truck
Problem definition
Heavier cars with conventional suspensions increase infrastructure degradation and operating costs
A new industry standard for 286,000-pound service — performance per M976 truck spec
Requires suspension performance not achievable with conventional suspensions
Improved suspensions rely on frictional interfaces for increased warp restraint and on new components to reduce curving forces, wheel and rail wear, and fuel consumption
Long-term reliability validated in service to realize benefits

15. Equipment Performance Evaluation & Standards
Problem Definition
Requirements for increased car capacity have driven the car performance envelope. Design and retrofit guidelines are needed.
Increasingly, wayside monitoring devices (particularly TPD’s) are identifying cars with poor performance.
Currently, maintenance inspection does not always focus on or reveal unacceptable component conditions.
This leads to inadequate maintenance as well as cars that re-enter service with no improvement in performance.
This leads to increased maintenance costs for both car and track.

16. Equipment Detector-based Predictive Maintenance
Problem Definition
Existing wayside technologies
Raw data — no trending
Sharing of data between RRs
Need for continental network
Different alarm thresholds
Need to develop and implement strategies to perform maintenance on equipment identified by detectors
Partnership between the railroads and car owners
Working together to take advantage of condition-based maintenance opportunities
Scheduling of the equipment/component for replacement and maintenance
Getting the car back in service with as little disruption as possible

17. Vehicle Track Systems Research
Objectives:
Reduce the stress state on the railroad, improve safety and productivity
Increase the life of wheels and rails by achieving better control of wheel and rail profiles
Reduce curving forces, system wear and energy by controlling friction
Develop and implement automated performance-based track inspection systems and maintenance procedures
Foster rapid deployment of wayside detectors to monitor performance and condition of rolling stock

18. Vehicle/Track Systems Wheel Rail Asset Life Extension Problem Definition
Inappropriate profile shapes and dry rail operations lead to:
Rail and wheel wear
Rail surface fatigue
Tie degradation
Special track work damage
Fuel consumption
Derailments
Vehicle instability
AAR-1B wheel profile may need to be updated for current practices
Conventional flange lubrication alone lowers rail wear but not lateral loads
Existing TOR application systems are not reliable and consistent

19. Vehicle/Track Systems Vehicle/Track Performance — Problem definition
Increased tonnage and HAL increase stress state
Current track inspection methods
Repair & maintenance are reactive not predictive
Certain car types are highly sensitive to track geometry defects
High vertical and lateral loads
Spring bottoming
Wheel unloading
Derailments
Measurement and determination of the vehicle/track interaction parameters

20. Vehicle/Track Systems Train Condition Monitoring — Problem Definition
Railroad technology has changed, but not inspection of equipment
Repair & maintenance are still reactive, not predictive
Unscheduled train delays
Increased asset demands
Increased tonnage and HAL increase stress state of equipment
Leading to substantial increase in industry investment in maintenance and repair
Need to detect and report potential safety problems and poorly performing equipment before they result in accidents and undue rail damage

21. Engineering Research Objectives:
Extend the life of assets, improve safety and productivity and reduce the stress state of the railroad
Improve the performance of rail flaw inspection, reducing service failures and derailments
Improve the performance of special track work under HAL service
Extend the life of steel and timber bridges. Develop information on the effects of HAL and failure modes on concrete bridges.
Evaluate new rail steels. Create the analysis tools to allow more efficient development of improved performance rail.
Improve field weld performance

22. Infrastructure Heavy Axle Load Implementation Problem Definition
Heavier axle loads increase stress state and track costs, but decrease operating & equipment costs
Railroads are under constant pressure to increase axle loads to remain competitive
Bulk traffic accounts for more than 2/3 of all rail tonnage
About 1/3 of the tonnage is handled by cars in excess of 263,000 lbs
Heavy coal route on on a western RR carries 90% 286-k cars
HAL requires component design/material changes for safety and productivity
Rail, turnouts, ties & fasteners, bridge components, & rail joints
Improved maintenance procedures needed to reduce stress state

23. Infrastructure Engineering Research Program Problem Definition:
Increased tonnage and HAL will cause increased wear and tear on track structures
Despite major improvements in rail performance, RCF resistant steels are needed for heavy haul operations
Field welds account for 1/3 of all rail defects on some RRs
Turnouts and crossing diamonds are the most costly and maintenance intensive elements of track structure. Insulated joints have become a significant problem.
Bridges are the largest track asset. They have been identified as potential economic barriers to axle loads above 286 k
Rail base defects, rail weld defects and certain transverse rail defects masked by shells are difficult to detect.
Substantial train delay due to maintenance & repair of special track work, bridge components, broken rails and welds

24. Heavy Axle Load Implementation
Objectives:
Determine the effect of heavy axle loads on track performance and degradation
Thirty-nine ton axle loads at FAST
Thirty-six ton axle loads in revenue service
Develop safe and economical methods for the operation of heavy axle load cars
Quantify the performance of new and improved track components and maintenance procedures
Demonstrate use of effective solutions to reduce the stress state under HAL
Demonstrate use of improved track components to counteract high stresses under HAL

25. 2005 SRI Model

26. 2005 SRI Program – Accelerated ProjectsNo
Project Name 1
Rail Flaw Inspection 2
HAL Effects on Insulated Joints 3
Cracked Wheel Detection 4
HAL Implementation - FAST/HAL Operations 5
HAL Axle Design 6
Car Inspection and Maintenance 7
Cracked Axle Detection*
*Project funded under TTCI IR&D Program

27. 1. Improved Rail Flaw Detection System Operation

28. 1. Improved Rail Flaw Detection System Components
Laser Power Supply
120 Hz Laser Head
System Control Rack
Detection Unit
Computer System

29. 2. Bonded IJs - Build and test prototype insulated joints: Ongoing, Angle cut will reduce max. epoxy stress by 62%
Objective
Feature
Status
Result
Deflection
Hi Mod bars
In FAST
50% reduction
Wrap around bars
In FAST, BNSF
Deflection similar to open track
Multi-tie plates
In service on UP, FAST
Supported joint
Larger ties
60% reduction
Frame ties
Fully supported IJ
Impacts
TTCI Angle cut
2 prototypes in development
FAST test: lower forces, stresses
Damped Foundation
In test on UP, FAST
FAST test: lower forces
Durable Epoxy
Two part Epoxy
In test on UP, BNSF, FAST
Allows more deflection in epoxy
Durable Insulator
High strength insulator
In test on BNSF
To prevent shear in insulator

30. 2. Bonded IJs - Revenue Service & FAST Tests
Two part epoxy/ liner
Reduces max epoxy stress by 2/3
Angle cut mock-up
Reduce Impacts
More Durable Components
Frame tie & multi-tie plate
Wrap around bar
Supported Foundation
Reduce Deflections

31. 3. Cracked Wheel Detection
Rapid and efficient development in 2005
Four wheel detection of shattered rim and tread and flange cracks
Conventional Ultrasonic Detection

32. Designed to test for shattered rim and tread cracks at 5 MPH
DAPCO System for Wheel Crack Detection
Designed to test for shattered rim and tread cracks at 5 MPH
Four stations each testing one complete wheel in a four set pattern
Test heads will travel through three zones, acceleration, data collection and deceleration/return to home position.
Give an overview of the DDS operation
Track Sensors
Flange Bearing Track Section

33. DAPCO- WHEEL TO DATA CORRELATION

34. 4. FAST/HAL Operations
Accumulate additional MGT traffic at FAST:
Light-weight trucks
Rail performance tests
Axle Crack Growth
Quantify growth rates under HAL operations
Polymer Center Bowl Liners
Reduce rotational friction
Constant Contact Side Bearings
Improved curving/hunting
Bridge testing
HAL effects and inspection
150 MGT tonnage in ‘05
High-hardness rail steel wear tests completed – 477 MGT
Improved insulated rail joint tests. Ten improved IJs in test
Steel and concrete bridge tests – AE and new tie types in test
Special trackwork - Super TO
Rail welding – Slot welds, RCEFB

35. 5. HAL Axle Program Progress in 2005:
OTR test completed in cold temperatures
Some damaging stress cycles measured
Defects likely erase ‘Infinite’ life status for 286K axles
Laboratory testing of full size axles
Lab testing of six axles completed
Determined crack initiation and crack growth rate for axle with severe defect
Radial Defects
Electro-Discharge Machining (EDM) Notch
Considerable micro-cracking
No work hardening
0.02”
0.01”
0.13”
Circular Defect - King Brinell Machine
0.13”
0.13”
Practical Defect - King Brinell Machine – “cats eye”

36. 5. HAL Axle Program
Defect
Failed Axle
End View of Failure
Next:
Continue testing of current axles to provide statistically significant results (6 to 10 more axles)
Develop new axle designs
Consider testing of axles with new material properties (improved axle characteristics without weight penalty)
Develop new inspection criteria for axles based on depth, severity, and orientation of defects (for 286K axles)

37. 6. Car Inspection and Maintenance Procedures
Truck Performance Detectors to identify poorly performing trucks
2005 Acceleration
Truck teardowns and performance tests at TTC
Guidelines for inspection an maintenance of “Bad actors: by TPDs
Detection and inspection of cars identified by Truck Hunting detectors
TPD Teardowns
11 WOW’s & 4 BOB’s inspected
Major Issues: High wedges, Body twist, Bolster twist, Binding CCSB.
Truck / car body interface plays a major role on truck curving.
Hunting Detector Teardowns
14 teardowns, Older cars, S-2 trucks, High wedges, Roller s/b’s, Loss of CCSB preload and melted SBs; More inspections and tests scheduled

38. 7. Cracked Axle Detection
Plate
Wave T1 T2
Capacitive
Air-Coupled
Transducer
Laser
Laser and optics set up to excite at the center of the axle from the track. Air coupled transducers located just inside the wheel plates, and below the head of the rail, to detect the lamb or plate waves.

39. 7. Cracked Axle Detection – System Concept
Air-Coupled Transducers
Mirror Slide
Laser Heads
Beam Steering Mirrors
Completed analysis and selection of ultrasonic transducers
Completed laboratory testing and determined that body and wheel seat can be done with similar hardware but journal area is not feasible at this time using current configuration
Completed basic system design capable of inspecting entire circumference of every axle at speeds approaching 20 mph
Optimized sensor location and data collection hardware
Began installation of partial system test facility at FAST in August 2005, will complete in September
Procured outside safety review of laser application and system design review by laser industry experts
Example of mirror movement for a truck passing through the inspection station

40. 7. Cracked Axle Detection – System Components
Direct Wave
Reflected Wave
Sliding Mirror
Transducer Mount
Laser Head
Installation Pit

41. Thank You