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The winter cancellations have a major problem with super cold broken rail incidents. Back in legacy days there was very few miles of welded rail. So the joints of stick rail could prevent most broken rails. As well, MOW crews were usually close to a break and could respond quickly. Now long strings of welded rail change the metric. Have to wonder if the class 1s would go to the extra expense of rail anchors on each cross tie? Am I wrong but isn't most of the Amtrak NEC tracks have anchors every cross tie? Another expensive method might be for the Class 1s to use the India RR method of using a variation of miter rails? Both these methods still require much better maintenance of the ballast to maintain rail integrity to prevent rail breaks and heat related rail kinks. The EB derailment was partially linked to substandard ballast maintenance.
The winter cancellations have a major problem with super cold broken rail incidents. Back in legacy days there was very few miles of welded rail. So the joints of stick rail could prevent most broken rails. As well, MOW crews were usually close to a break and could respond quickly. Now long strings of welded rail change the metric.
Have to wonder if the class 1s would go to the extra expense of rail anchors on each cross tie? Am I wrong but isn't most of the Amtrak NEC tracks have anchors every cross tie? Another expensive method might be for the Class 1s to use the India RR method of using a variation of miter rails? Both these methods still require much better maintenance of the ballast to maintain rail integrity to prevent rail breaks and heat related rail kinks. The EB derailment was partially linked to substandard ballast maintenance.
