Nothing but Strings Attached
A chain is only as strong as its weakest link. But what if you eliminate the links and weld it all together?
That’s the premise of Guilford Rail System’s installation of welded rail along its lines. The elimination of rail joints gives the train a smoother ride, reduces signal problems and makes track maintenance easier. It all begins at the welding plant in North Billerica, Massachusetts.
After 18 inches is cropped off each end of rail, welding plant mechanics (L to R) Steve Benson (L) and Matthew Przybyla (upper left photo) grind the weld area of the rails to ensure good contact points between the rails and the welder.
From there the rail is moved down the line to the actual welding station. Welder Frank Coyne (left) will line up the two pieces of rail under the welder. Once the two rails are properly aligned, electricity is conducted to both ends until the contact point reach a certain temperature. The rails are then pushed together and the weld is made.
Plant mechanics Darren Kapsimalis (left corner) and Skip Emery (see cover) then give the weld point a finishing grind and inspection at the plant’s magnaflux station.
According to Dave LaBranch, Plant Foreman, 38 rails are welded together to make up a “string” measuring 1,371 feet long.
Each 1/4 mile long string of rail is then loaded onto a train specifically designed for transporting up to 12 miles of rail. They are guided onto the train by crane operator John Faiella (below). He ensures that each piece finds its way through each slot.
The strings are then shipped to job sites like the one on the freight main line running from Waterville to Oakland, Maine. The 8-mile long project began in late July and is projected to be finished by the end of 1997. Installation crews are replacing worn 100 lb rail dating from 1924.
The train is unloaded right next to where the rail is installed. Trackmen like Harold Hurster, operating a spike puller (lower right), remove existing rail, tie plates, joints, spikes.
The temperature of the welded rail is carefully monitored by supervisor (pointing) Leo Caron to ensure that it is installed at a minimum temperature of 90 degrees. The rail is heated if necessary to attain this temperature before applying rail anchors. If the rail is laid at a colder temperature and then later expands, it could cause the track to buckle.
Once a proper temperature is reached, the anchors are applied to restrain longitudinal movement. A modern ride-on machine called an “adzer” was purchased to replace a 25 year-old stand behind adzer that required its operator to wear protective armor. This new adzer efficiently cuts the top of the tie to a smooth level finish, then safely and neatly disposes the chips away from the track and the operator.
Trackmen (L to R) Glenn Sanborn and Richard Principato (photo upper right) give the track an on site inspection, tighten anchors, and smooth out ballast.
Finally the strings are field welded together, leaving no room for any weak links.