I need help understanding the logic of rail maintenance and replacement policies. This week, about five miles of CWR, was replaced on the CSX NO&M between Biloxi and Gulfport, MS. However, only the rail on one side was replaced. Since the rails on both sides had many patches and inserts, and both rolled in 1956, why replace only the rail on one side with a rail rolled in 2006? This was the sub-division that was nailed by Hurricane Katrina. Fifty miles of track and six bridges were rebuilt in only six months by crews from all over the System, including our own TB friend, mmi16. :teeth:
Hank- Was it tangent trackage? Curved? Superelevated? Maybe they'll be back later for that other rail...? Hmmm. Perhaps you could PM mmi16? See what he says? Boxcab E50
Ken, it's five miles of tangent, mostly 65/50 speed restriction, reduced to 45/45 near Gulfport, and 25 across the KCS/Port diamond downtown. I suspect you're correct about the other rail being replaced later. Just curious why they didn't drop it when they dropped the first.....?
Rail replacement You say both sides had many patches and replacements. But perhaps one side excceded CSXT's maximum for number of such before the other. The rail inspection car may have found stresses and incipient fractures exceeding the limits as well. Another possibility, CSXT might have needed 5 miles of CWR on a line not warranting brand new rail, so it picked this rail to pull up and replace with new. So many possibilities...:shade:
Is there new rail along the oposit side? Usually the distribition is done well ahead of the rail gang actually instaling it. If thats not the case they may have changed just the one rail. Detailed records are kept on rail by the division engeneers. I could see changing one side. Not over the age of the rail, but over the defects being detected. Like if there were a high ratio of piped rail (were the web splits internally) or the web splitting the head. They would have developed a picture over time and fixed the problem rail. Also the frequencey of defects being detected, could paint a picture. Were that section of rail's starting to fail. Rail, or steel, expands and contracts a lot more than you would belive over the course of any day. If you ever have the chance to observe jointed rail, notice the joints will tighten up as the day warms up. Myabe over 50 years one side got that much more, or less, sunlight affecting its life (at least on a 60 mph main line).
Maint...., thanks for the reply. I hadn't considered the FRA (Sperry?) internal defect inspection records, though I expect that both sides would have shown similar damage being approximately the same age. As an aside, another patch was just inserted into the rail that was not replaced. Also the ballast hasn't been reshaped since the rail was replaced, so it's possible that the opposite rail will be replaced in the next few months. That wouldn't appear to be an efficient use of rail crews, but they didn't ask me to schedule the crews.....:angel:
That reminds me of something. Having worked around railroads a bunch- I remember especially in the morning, as the sun came up, and air starting warming, listening to the popping and singing sounds made by the steel expanding. Boxcab E50
Im sure it makes sense to someone some place Im not real sure how CSX dose things but there all on the same par. Chances are they will be back. But.... Sometimes what seems super inefficient really isnt. If that rail gang was short on equipment or experienced opperators I could see em working one legged like that. Then head back and do the other rail, just to keep the equipment pointed up and lined up. Another thing too, it could be bugetary, fiscal year related. Like if the wholw Katrina budget is seperate from schedgualed mintianance. Which it is. Some "somebody" might be wonting to slip a little work off onto the disaster budget. Once its started its paid out of that kitty. Plus if the RR could do a few improvments and still cry the katrina thing........ I know some, not nessacarily shady, but not all on the up and up, things hapin. Not to sound to disgruntled...But as an example.. The section gangs are seperate from the system gangs. So say some supervisor decides he needs 20 miles on ties to keep to regulations. The system and the section gang have seperate budgets, and a lot of the work done by the section when a tie gang is in town crossings, signal, welders, gets billed to the tie gang. So said "somebody" is motivated to squeeze as much off his budget as possible. Maybe he gets a bonus, maybe a coupon for free pizza, Maybe he gets to make himself look real good for his next move up the ladder to that mystic butt kissers zen. Naturally at the expense of the system gang. Ive heard reliable rummors about new materials trucks and other equipment we were billed for and never seen. But railroads were never famous for streight foward business. Thats just part of the fun.... BTW Some of the "patching" as ya called it. Rail gets asjuseted in some areas to allow for the expansion and contraction seasionally. The old rail may have been adjusted to the new one. That would be importent not to risk loosing guage.
Maint., you make interesting observations. Since most of my career was spent dealing with budget oriented programs, I know what you say is probably true for the most part.....unfortunately.
