The Evolution of Rail Grinding on Canadian Pacific Railway to Address Deep Seated Shells in

100% Effective Lubrication Territories

Peter Sroba
1
, Michael Roney
2
, Eric Magel
3
and Joe Kalousek
4


National Research Council Centre for Surface Transportation Technology
1,3
, Calgary, Canada,
Canadian Pacific Railway
2
, Calgary, Canada,
Consultant
4
, Vancouver, Canada.


Abstract
A successful program to dramatically improve rail gauge face lubrication on Canadian Pacific Railway (CPR) was
introduced to over 3250 km (2020 miles) of track between 2001 and 2005. This program continues to be rolled out
throughout CPRs 27,000 km (16,780 miles) System. The virtual elimination of gauge face wear on the high rail had
been projected to lead to substantial increases in rail life. In late 2004 and early 2005, CPR experienced a substantial
increase in Deep Seated Shell (DSS) defects in all degrees of curvature on three of the main line subdivisions in
British Columbia. This defect may have resulted in one derailment and has increased the amount of emergent relay
rail required by 30% in one of the subdivisions. Rail shells began breaking out from many high rails with rail steels
of intermediate standard carbon and premium head hardened metallurgies. The elimination of gauge face wear and
previously unseen high contact stresses between the wheel flange and un-ground rail at the steeper angles on the rail
gauge corner ha ve been identified as contributors to the fatigue. Further development of DSS defects has been
arrested through the design of two new high-rail profiles that require grinding to 60 degrees to gauge, a modification
of the rail grinding machine to grind the area of the high rail gauge corner above where the defects were forming,
and the implementation of a Prev entive-Gradual grinding strategy. These changes ha ve been successful in
controlling the DSS defect initiation in CPRs well lubricated mainlines, progressively rectifying damaged rail, and
restoring the rail life benefits attainable with 100% effective gauge face lubrication.
1 Introduction
CPR operates over 27,000 km (16,780 miles) of railway across Canada and the USA Northeast and Midwest,
between Vancouver on the west coast of Canada to New York on the east coast of the USA. In western Canada,
coal is transported over 1207 km (750 miles) on a route consisting of sharp curves and steep grades, in unit trains
with payloads of 13,250 metric tonnes (14,500 tons), powered by three 4400HP AC traction locomotives. The route
carries approximately 81 million gross tonnes (90 MGT) per year of mixed freight, grain, double stack inter-modal
container cars as well as coal.

The route is predominantly single track, running bi-directional traffic, with 46% of the routing traversing curves
sharper than 3492 m radius ( degree), 129 km (80 miles) of curves shallower than 312 m radius (greater than 6
degrees) and a maximum curvature of 160 m radius (11 degrees). Temperature extremes range from +43C (110F)
to 34C (-30F). The rail is predominantly 68kg/m (136 lb/yd) intermediate strength (320 BHN) standard carbon
in curves shallower than 436 m radius (4 degrees) and premium (350-390 BHN) head hardened steel in curves
sharper than 436 m radius (4 degrees). Track with curvature equal to and greater than 218 m radius (8 degree) has
elastic fastenings. Long (274 cm, 9 ft) hardwood ties are used in curves, spaced at 508 mm (20 inch), on 41 cm (16
in) rolled eccentric plates.

For the past 5 years CPR has been progressively rolling out a 100% effective gauge face lubrication program [1]
based on the economic benefits determined in studies by the National Research Council of Canadas Centre for
Surface Transportation Technology (NRC-CSTT). The program has so far replaced the previous hydraulic gauge
face lubricators and lower grade lubricants in 3250 km (2020 miles) of CPR main line with the new technology
lubricators and higher performance lubricant. CPR is continuing to extend this gauge face lubrication strategy on all
high curvature primary and secondary main lines and plans to complete the process in 2006.

Deep Seated Shell (DSS) defects have broken out on the high rail gauge corner in a number of curves in all
curvature ranges on the 100% effective gauge face lubricated Thompson, Shuswap and Windermere subdivisions
in western Canada. Some rail service failures have resulted, and one has been associated with a derailment. This has
resulted in some expensive, unplanned curve rail replacements. CPR and NRC-CSTT have conducted metallurgical
analysis of several rail samples that confirmed that these defects are initiating at 5 to 7 mm (0.20 to 0.28 inch) depth
below the 60 degree transverse plane to the high rail gauge corner.

Initially CPR addressed this problem by turning off the lubricators to rapidly wear the high rail gauge corner by train
wheels while simultaneously implementing an aggressive high rail gauge corner grinding program. But while this
strategy was effective in eliminating the immediate gauge corner problem, it introduced a system of extreme 2-point
contact that caused a second series of shells to initiate further down the gauge corner. To provide a lasting solution
to the DSS problem, CPR worked with NRC-CSTT to develop an alternative strategy. First, two new high rail
profiles were designed that required the rail grinding of the gauge corner to angles of at least 60 degrees. Grinding
the rail is a more controlled, efficient and cost effective method of removing metal from the lower gauge corner of
the rail compared with turning off the lubricators. This necessitated a modification to the rail grinding equipment,
since to date, North American railways have only ground rail to 45 degrees on the gauge corner.

The second approach was to implement a Preventive-Gradual grinding strategy at the current CPR preventive
grinding cycles of 13.6 to 22.7 mgt (15 to 25 MGT) on all curve high rails in 100% effective gauge face
lubrication subdivisions. The objective was to produce the initial relief on the lower gauge corner in one grinding
pass and gradually work towards the lower stress, new profile. To completely restore the rail profile to the new
design in one (multiple-pass) grinding cycle would not have been a cost effective or practical approach to deal with
all the curves in 3250 km (2020 miles) of track where the 100% effective gauge face lubrication strategy had been
implemented. Grinding rail to maintain the 60-degree gauge face area has obviated the need to turn off the
lubricators. If DSS defects start to break out on any subdivisions before the grinder gets there, the section personnel
have been instructed to turn off the lubricators for a short period of time to artificially wear the rail.

CPR is considering future strategies to help prevent the formation of DSS defects. CPR has tested top of rail friction
management which has shown to significantly reduce lateral forces and therefore the high stress contacts on the high
(and low) rail of curves. NRC-CSTT has designed a new 136-CPR rail section to reduce the initial gauge corner
contact stresses on new rail when it is installed into track.
2 The DSS Problem on CPR
CPR experienced rail fatigue due to Deep Seated Shells (DSS) in the Thompson, Shuswap, and Windermere
subdivisions between November 2004 and March 2005. Based on metallurgical analysis it was evident that the DSS
defects were initiating at 60 degrees to the high rail gauge corner in all curve degree ranges in both the intermediate
and premium metallurgy steels. Some rail service failures have resulted, and one has been associated with a
derailment. Once detected by ultrasonic inspections or breakouts, these defects are removed in expensive, unplanned
emergency relay programs. Up to 30 % extra emergency rail was installed to remove these defects in the Thompson
subdivision in 2005.
Several locations were inspected in the Thompson subdivision with DSS defects of varying severit y (examples are
shown in figures 1a and 1b). Figure 1b shows a broken rail from a transverse defect, the growth of which was caused
by a DSS. The ultrasonic inspection vehicle was set up to specifically look for these defects (the large defect in
figure 1a was detected by the vehicle) and several were found before they broke out. Small DSS defects are difficult
to find as they originate within about 7 mm (0.28 inch) of the rail surface and at 60 degrees to the transverse plane of
the rail head. Once they achieve a size that is 20% of the rail head they are detectable by the ultrasonic probes. The
CPR detector car utilizes magnetic induction technology to better detect the defects at a smaller size.


Figure 1a. DSS defect originating 6 mm below the
gauge corner was detected by the ultrasonic car.
Figure 1b. DSS defect that has turned into a transverse
defect and broken the rail under traffic.

CPRs Test Department completed a metallographic examination of a DSS defect [2] and reported the following:
The fracture surface of the DSS displayed fatigue crack growth in the form of radial circular nucleation, which
readily identified the origin. The origin was located at approximately 6mm (0.25 inches) below the running surface.
In the as-polished condition the orientation and propagation of observed secondary cracks confirmed that the origin
was internal and not related to surface condition (including the migration of lubricant into cracks). There was no
evidence of any deleterious material and or/ metallurgical defects at or close to the origin that could have caused
the DSSs initiation. Based on the above observations, this does not appear to be a rail cleanliness issue or due to
mechanical properties.
2.1 Initial CPR Strategy to Control DSS Defects
Several test curves measured and monitored in the Thompson subdivision between 2001 and 2005 showed that the
100% effective gauge face lubrication strategy [1] had virtually eliminated gauge face wear in all curvature ranges
(including 436 m to 158 m radius - 4 to 11 degrees). The rail profile changed only slightly between cycles and little
metal was being removed by grinding. When light mid-gauge cracking did appear, the rail grinder could remove
those cracks but did not remove any metal at the lower gauge corner (figure 2a). The lack of natural wear by wheels
and artificial wear by grinding allowed the sub-surface, gauge corner, fatigue defects to develop. In response, CPR
turned off all the lubricators to increase the wear rate and also implemented an aggressive gauge corner grinding
program. This approach was effective, for a short time, in preventing the rapid progression of DSS defects and
premature rail replacement, however small gauge corner shells developed as soon as the lubricators were turned
back on (figure 2b).

A subsequent NRC-CSTT inspection in the Thompson subdivision found that the aggressive gauge-corner grinding
program was significantly over-relieving the mid gauge of the high rail (figure 3a), resulting in severe 2-point
contact. The gauge-side edge of the last grinding facet was being heavily loaded and stressed (figure 3b).

This 2-point contact condition was found elsewhere in all the affected subdivisions. The curve shown in figure 3a
was instrumented using a strain-gauge based lateral/vertical load (L/V) device. This site was used in several vehicle-
track optimisation studies, including the development of CPRs top-of-rail friction modification procedure [3]. Data
were collected for all passing trains and later processed to calculate the lateral force distributions. Relative to the
pre-grind lateral forces, the post grind lateral forces increased by 24% and 56% on the low and high rail
respectively. The L/V measurements confirmed that the reactive grinding strategy was introducing 2-point contact
shapes that contributed to substantially higher lateral forces, as well as the previously mentioned high contact
stresses at the 45 to 60 degree location as shown in figure 3b.


Figurer 2a. Before and after grinding Miniprof profiles
show no metal removed at the 60 degree location on
the 291m radius (6 degree) curve high rail.
Figure 2b. High rail of a sharp curve has developed
RCF and gauge corner shells at 60 degrees as a result
of the lubricators being turned off.




Figure 3a) Post-grind high rail with CPR-H rail
template shows severe relief in the mid gauge area.
Figure 3b) Pummelling Analysis illustrates the distribution
of contact stress on a sharp curve high rail heavily relieved
at 30 degrees with high stress concentrations between 45
and 60 degrees.

Furthermore the aggressive grinding strategy, in January 2005, in one subdivision not only resulted in a substantial
loss of rail metal (figure 4), but it also reduced the rail grinding productivity. The rail grinder performed multiple
passes on several curves which increased the total pass miles ground by 13%, increased the grinding time (spark
time) by 29% and reduced the average grinding speed by 19%. To cascade an aggressive grinding strategy to all
subdivisions that show signs of DSS defects would significantly tax the rail grinding resources.



Figure 4) shows a Miniprof profile of a 268 m radius (6.5 degree) curve, high rail, before (top profile) and after
(bottom profile) grinding for DSS control. The turning off of the lubricators for a short period of time and the
aggressive grinding program resulted in substantial rail metal loss.


2.2 NRC-CSTT Literature Review and Analysis of DSS Defects
NRC-CSTT conducted a literature review and found relevant reports related to DSS defects [4,5,6,7,8,9]. These
reports reinforced the finding of a metallurgical analysis conducted by NRC-CSTT in March 2003 that addressed
several rail samples with DSS defects from the Thompson subdivision. The report concluded [4]:
The initiation of DSS defects occurs approximately below the centre of the high-pressure shiny wear
band that extends from approximately 30 to 60 degrees gauge. It is this high pressure, subsurface stress
contact area that is directly responsible for gauge corner collapse, shelling and the development of
transverse defects from the shells. The shiny high-pressure wear band develops in 100% effective gauge
face lubricated territories and not in other parts of the CPR System for the following reasons: lack of wear
at the gauge corner plastic flow to the gauge corner The solution is to remove the high-pressure
shiny wear band between 30 and 60 degrees by rail grinding the metal removal required at 45 degrees
is 0.4 mm (16/1000 inch)Grinding the high rail in 100% effective gauge face lubricated territories
should avoid excessive relief in the region of 6 to 25 degrees on the CPR-H template as this will cause
excessive loading on the lower gauge corner where shells are appearing on the rail. Good grinding practices
require that a maximum gap of 0.4 mm appears between 25 and 45 degrees on the template.
2.3 NRC-CSTT Review of the Existing CPR-H Rail Grinding Template
The CPR rail grinding cycles on rail in sharp curves equal to and sharper than 582 m radius (3 degrees) and on
intermediate steel in mild curves shallower than 582 m radius (3 degrees) radius were between 13.6 and 22.7 mgt
(15 and 25 MGT) and 27 and 45 mgt (30 and 50 MGT) respectively. High rails in sharp and mild curves ground on
these cycles in 100% effective gauge face lubricated subdivisions typically have minor RCF on the lower gauge
corner (figure 5a). NRC-CSTT considers this the proper time to grind when the last grinding scratch marks at upper
gauge corner are almost gone.

Such rail exhibits very little plastic flow (figure 5b). However, despite the fact that the template almost exactly
matches the rail, it fails to show the grinding supervisor to grind the rail between 30 and 60 degrees to remove the
RCF cracks that are present at lower gauge corner.



Figure 5a) shows a correctly ground rail in a 291m
radius (6 degree) curve just before the next 13.6 to 22.7
mgt (15 to 25 MGT) preventive grinding cycle.
Figure 5b) shows the CPR-H rail grinding template (that
extends only to a maximum angle of 45 degrees) on the
high rail of a 291 m radius (6 degree) curve.



2.4 NRC-CSTT Design of New High Rail Grinding Templates
The original NRC-CSTT template for the high rail of curves, the CPR-H, was designed in 2000 [10, 11], prior to the
100% effective gauge face lubrication strategy being introduced. The CPR-H profile is a low stress 2-point
conformal profile which when ground with the necessary 0.4 mm (16/1000 inch) at 45 degrees [4] will produce good
steering properties for CPR wheels as well as control the initiation of DSS defects. This template, which has a
maximum gauge grinding angle of 45 (figure 5b), was applied to all curves since that time and performed well in
the poorly lubricated territories. However, with improved lubrication and the elimination of natural wear in the 30
to 60 degree region of the profile, the CPR-H template did not provide sufficient guidance for rail grinding at the
lower gauge corner.

Inspection of the DSS defects and profile measurements made it clear that metal needed to be ground beyond the
existing 45 degrees. The CPRH-60 template (figure 6a) basically extends the desired shape of the CPR-H profile
from 45 to 60 degrees. This profile is designed to be applied to all curves shallower than 582m radius (3 degrees) in
100% effective gauge face lubrication subdivisions. It is also a suitable profile for all mild and sharp curves in
poorly lubricated territories. A second template, called the CPRH260 (figure 6b), calls for an extra 0.5 mm
(20/1000 inch) of metal removal in the lower gauge corner area between 30 and 60 degrees. This profile is intended
for curves equal to and sharper than 582 m radius (3 degrees) in 100% effective gauge face lubrication
subdivisions. A contact stress analysis performed by NRC-CSTT verifies that this profile produces a good 2-point
conformal profile with the wheels (figure 7).

CPR and NRC-CSTT reviewed the application of the 2 new high rail templates on the CPR Thompson Subdivision
in May 2005. There was consensus that the templates provided a better guidance and understanding of where metal
should be removed to control DSS defects. In order for the rail grinder to grind to these template designs and
produce a smooth rail surface finish there was a need to modify the grinding machine, grinding buggy, to allow
several grinding motors to grind to angles greater than 45 degrees gauge on the high rail.



Figure 6a) Shows the CPRH-60 on 698 m radius (2.5
degree) curve that provides guidance on where metal
should be removed from a mild curve high rail.
Figure 6b) Shows the CPRH2-60 close to a DSS defect
in a 291 m radius (6 degree) curve. The template shows
that grinding must remove metal between the 30 and 60
degree area on the rail where the DSS defects are
initiating.




Figure 7: The new CPRH2-60 template is effective in reducing and spreading stress on a sharp curve high
rail, when compared with the same load of 100 wheels on the heavily ground 45 degree shape (figure 2b).
2.5 Modification of Rail Grinding Equipment
The rail grinder used on CPR was modified to include 8 grinding motors (four per side) capable of grinding to
angles of 60 degrees and slightly beyond. These 8 motors are offset laterally to avoid stones striking obstructions
in the track. Also when a grinding motor is tilted to 60 degrees gauge the body of the motor must be sufficiently
clear of the transverse plane across the top of the rail to avoid hitting in-track obstructions, such as crossings,
switches, dragging equipment detectors, sensors, etc.

Following these modifications to the grinder, the grinding motor angles and pressures (patterns) were re-designed
for the production of CPRH-60 and CPRH2-60 profiles.
2.6 Rail Grinder Pattern Design
The design of rail grinding patterns required input from CPR, NRC-CSTT and the grinding contractor. NRC-CSTT
utilized Miniprof profiles from previous grinding cycles on the test curves in their proprietary GrindAssist software
to calculate the metal removal from various areas of the high rail. Test patterns were developed and implemented in
the test curves prior to the start of the July 2005 grinding program.

Grinding quality was verified using the NRC-CSTT Rail Grinding (BAR) Gauge with the CPRH2-60 template
installed. CPR approved the surface finish and the pattern design for the production of the new profile prior to the
grinder continuing with the program. NRC-CSTT used the Miniprof to measure several test curves to verify that
sufficient metal was being removed at 60 with the new patterns.
2.7 Surface Finish Left by the Rail Grinder
Good grinding quality [10, 11, 12] requires the production of a rail profile that is close to the target profile and has
grinding facets that are closely spaced and equally distributed to produce a smooth rail surface finish, as shown, for
example, in figure 8a. Having a good surface finish relies on the grinding machine functioning properly, the
grinding stones working at the correct pressures and the grinding machine operators being vigilant with regard to
machine performance. Excessive pressure on the grinding motors can produce large grinding facets. Large (wider
than 5mm) grinding facets at the lower gauge corner can plastically flow when contacted by wheels (Figure 8b).
This type of excessive plastic flow, as shown in figure 8b, can develop rail surface spalling.




Figure 8a) rail surface in a sharp curve with a smooth
surface finish and a rail profile within tolerance of the
CPRH2-60.
Figure 8b) a wide grinding facet (wider than 5mm) on
the gauge corner caused by excessive grinding
pressure has resulted in plastic flow when contacted by
wheels.

2.8 Implementation of a New Rail Grinding Strategy to Address DSS Defects
Given the large number of DSS defects developing and their potential link to derailments, there is a strong tendency
to correctively grind the affected rail. But, as shown earlier, for CPR to use an aggressive, multiple pass program in
one grinding cycle to catch up to the profile would have been uneconomical and would have resulted in the removal
of a substantial amount of, work-hardened, metal from the rail. NRC-CSTT proposed a Preventive-Gradual [13]
grinding strategy to achieve the target profile and to control DSS defects. This is a single-pass grinding strategy that
uses slower machine speeds and higher stone pressures to remove more metal than the normal preventive grind to
catch up to the designed profiles after several cycles of grinding. The grinding cycles for this strategy are strictly
maintained at the current CPR preventive grinding cycles [10].

The change to the existing CPR preventive grinding strategy was that all mild curves shallower than 582 m radius (3
degrees) were to be ground at the same grinding intervals as the sharp curves, i.e. at 13.6 and 22.6 mgt (15 and 25
MGT). This was to continue until all curves had caught-up to the new CPRH-60 or the CPRH2-60 profiles. Then
the grinding cycle can be extended for mild curves to the usual 27 to 45 mgt (30 to 50 MGT).

The goal for sharp curve grinding was to complete several grinding cycles and achieve the 2-point conformal
CPRH2-60 profile with no greater gap than 0.4mm (16/1000 inch) in the gauge area of the rail (6 to 25 degrees).
After three Preventive-Gradual grinding cycles, this profile is within tolerance in 62% (figure 9a) of the test curve
high rails. The Preventive-Gradual strategy has been successful in gradually transitioning the rail profile to the
template while avoiding further DSS defect related derailments.

Rail measurements during January 2006 grinding cycle also showed that the rail grinder was removing at least 0.5
mm (20/1000 inch) depth of metal from the rail at 60 degrees on 49% of the NRC-CSTT test curves (figure 9b).
Removal of this metal reduces the initial wheel contact on this area and provides the necessary stress relief on the
initiating DSS defects.

Rail head plastic deformation associated with passing wheel loads work-hardens the running surface and sub-surface
metal. This has the benefit of increasing the depth of compressive residual stresses into the rail sub-surface and
retarding the initiation and growth of small DSS defects. It also moves the boundary between tensile and
compressive stresses deeper into the rail. Grinding the high rail gauge corner on cycle with the Preventive-Gradual
strategy continuously sinks the compressive zone through the rail to prevent the initiation of DSS defects. In future,
as the rail is transitioned to the CPRH2-60 profile, the grinding patterns will be modified for preventive grinding
cycles that maintain the changing rail shape to the target profile specifications and artificially wear the rail at 60
degrees.


Since the implementation of the Preventive-Gradual strategy, CPR has revised their predicted rail replacement
strategy for 2006 and reduced the total amount of rail to be replaced by 38%, based on the improved rail surface
condition and reduced numbers of DSS reported by ultrasonic inspections.


CPR January 2006, Post Grind Miniprof Profiles
Tolerance of Gauge Area of Sharp Curve High Rail to CPRH2-60 Template
8%
26%
16%
12%
8%
6%
10%
0%
14%
0%
5%
10%
15%
20%
25%
30%
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 More
Gap at the Gauge Side of the CPRH2-60 [mm]
F
r
e
q
u
e
n
c
y

[
%
]
62% of profiles are 2 point conformal

Figure 9a shows that
62% of the sharp curve
high rails in the NRC-
CSTT test area are
within 0.4 mm (16/1000
inch) of the CPRH2-60
profile.
CPR January 2006, Post Grind Miniprof Profiles
Metal Removal at 60-degrees on Sharp Curve High Rails Ground to CPRH2-60 Template
0.0%
19.6%
13.7%
7.8%
9.8%
15.7%
9.8%
11.8% 11.8%
0%
5%
10%
15%
20%
25%
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 More
Metal Removal [mm]
F
r
e
q
u
e
n
c
y

[
%
]
49% of profiles had 0.5 mm
removed at 60 degrees

Figure 9b shows that
during the January 2006
grinding cycle 49% of
sharp curve high rails
had at least 0.5 mm
(20/1000 inch) of metal
removed at 60 degrees.

3 Future Strategies to Control DSS Defects
CPR is considering future strategies to prevent DSS defects from initiating in the high rail of curves in 100%
effective gauge face lubrication subdivisions. Options available are to manufacture future rail sections with a
modified high rail gauge corner shape that resembles the CPRH2-60 profile and to implement a top of rail friction
management strategy.


3.1 New Rail Design
CPR currently specifies rail with the 136-8 railhead shape that has a 200mm (8in.) rail head radius and 9.5mm (3/8
in.) gauge corner radius. The success of 100% effective gauge face lubrication strategy has also shown that the
current rail profiles can be sensitive to contact fatigue when very low natural wear rates prevent them from quickly
conforming to the wheel throat contour. With this in mind, NRC-CSTT has designed a rail section that is effectively
a symmetrical CPRH2-60 grinding template profile, called the 136-CPR rail (figure 10). When the average worn
wheel contacts the two rail profiles (figure 11), contact stress analysis results show much lower stresses encountered
with the 136-CPR rail compared with the 136-8 rail. Although the 2-point contact condition is generally associated
with higher rates of wear, CPRs 100% effective gauge face lubrication program assures that gauge face wear is
properly controlled. But at the same time, under effective lubrication conditions, the high-stress gauge face contact
on the 136-CPR rail may initiate shallow cracks over a 2 mm (0.08 inch) band at this location. Compare this with the
136-8 rail where the load is carried entirely at the mid-gauge area within about 9.5 mm (0.375 inch) of the edge of
the rail, which has proven to be a strong contributor to gauge-corner collapse. Deep cracks have been found to
develop over a 12 mm (0.5 inch) band with as little as 36.3 mgt (40 MGT) of traffic (figure 12).


Figure 10: Comparison of the new design 136-CPR rail (lower profile in the gauge corner area) to the current 136-8
rail (upper profile in the gauge corner area) shape. Although both have a 200mm (8 in.) head radius, differences at
the gauge corner make the 136-CPR rail a better shape for high and low rails and equally acceptable as a tangent rail
shape.



Figure 11: Contact stress analysis with using an average worn CPR wheel illustrates the single-point, high stress
contact condition at the gauge corner of the 136-8 rail and the 2 point-conformal (lower stress) contact condition on
the 136-CPR rail.




Figure 12: New, well lubricated, 136-8 high rail in a sharp curve has been ground once with one grinding pass at
22.7 mgt (25 MGT) after initial installation, and has developed gauge-corner cracking within 36.3 mgt (40 MGT)
after installation.

Grinding of the 136-8 rail to the CPRH2-60 profile template requires at least 2 heavy grinding passes, whereas the
136-CPR rail would only require a quick skim to remove mill scale upon installation (figures 10 and 13) and
thereafter high speed single pass preventive grinds to maintain the shape and provide the small amount of artificial
wear required to control fatigue.



Figure 13: The 136-CPR rail is already close to the CPRH2-60 high rail grinding template shape, whereas the 136-8
rail will require substantial metal removal to produce the template shape.
3.2 Top of Rail Friction Management
CPR started testing top-of-rail friction management [3] in the Thompson Subdivision in 2004. Using wayside
equipment, a friction modifier was dispensed to the top of the rail to complement the 100% effective gauge face
lubrication strategy. Results to date show an average reduction in lateral forces of between 22% and 42%. But
results are not conclusive on the benefit of top of rail friction modifiers in reduc ing DSS defect initiation.
Notwithstanding, substantial additional savings, over and above 100% effective gauge face lubrication, have
resulted, including, reduced lateral curving forces, reduced vertical rail wear and reduced requirements for wayside
gauge face lubrication units (and lubricant). CPR believes that the reduction in lateral forces will contribute to a
reduction in DSS defect initiation and propagation throughout the CPR System.
4 Conclusions
Canadian Pacific Railway has been progressively implementing a 100% effective gauge face lubrication strategy
since 2001 which now encompasses over 3250 track km (2020 miles). Rail wear measurements in the Thompson
subdivision since 2000 show that where lubricant has been applied effectively, gauge face wear has been virtually
eliminated in all curves, including the curvatures ranging between 437 m and 159 m radius (4 and 11 degrees). In
2004 CPR experienced rail failures caused by DSS defects affecting intermediate standard carbon and premium head
hardened steels in the high tonnage Thompson, Shuswap and Windermere subdivisions in British Columbia, where a
100% effective gauge face lubrication strategy has been in place since 2001. This route carries approximately 81
million gross tonnes (90 MGT) per year of coal, mixed freight, grain and double stack inter-modal container cars. In
the Thompson Subdivision, as a result of DSS defects, emergent relay rail installation increased by 30% and has
been associated with a derailment. These defects initiate at a depth of 5 to 7 mm (0.20 to 0.28 inch) between 30 and
60 degrees to the gauge corner.
CPRs initial reaction to the DSS defects was to turn off all the lubricators to induce wear by train wheels.
Simultaneously an aggressive gauge corner rail grinding program was undertaken which resulted in a severe 2-point
contact profile on the high rail and subsequently caused rapid wear and high lateral forces.


NRC-CSTT conducted a field investigation, a literature review, an analysis of rail samples and recommended that:
A) rail grinders be outfitted to grind to 60 degrees to the gauge side of the rail and the rail be ground to 2 new profile
grinding templates, and
B) a Preventive-Gradual grinding strategy be employed using the current CPR preventive grinding cycles of 13.6 to
22.7 mgt (15 to 25 MGT) on all curve high rails in 100% effective gauge face lubrication subdivisions.

The new design NRC-CSTT high rail profiles are the CPRH-60 for curves shallower than 582 m radius (3 degrees)
radius and the CPRH2-60 for curves equal to and sharper than 582 m radius (3 degrees) radius. The rail grinding
machine was modified to include eight grinding motors (four per side) capable of grinding to angles of 60 degrees
and slightly beyond. Grinding motors and stones were set so that they would not hit obstructions in the track while
in service. CPR, the grinding contractor and NRC-CSTT partnered in the design of new patterns (grinding motor
angles and pressures) to ensure that a minimum of 0.5mm (20/1000 inch) of metal is removed from the 30 to 60
degree location on the gauge corner.

The Preventive-Gradual grinding strategy was implemented on all curve high rails at grinding cycles of 13.6 to 22.7
mgt (15 to 25 MGT). This strategy was designed to gradually transition the rail to the designed profile rather than
introducing an uneconomical multi -pass corrective grinding approach on the 3250 km (2020 mile) territory with
100% effective gauge face lubrication.

Three grinding cycles have been completed to date in the Thompson subdivision and a representative sample of
curves shows that 62% of the curve high rails equal to and sharper than 582 m radius (3 degrees) radius are now 2-
point conformal (within 0.4 mm 0.016 inch) of the CPRH2-60 profile. Once rail profiles in mild curves shallower
than 582 m radius (3 degrees) are within tolerance of the CPRH-60, the grinding cycle will be extended to 27.2 to
45.3 mgt (30 to 50 MGT) - double the sharp curve grinding cycle. Tests sites are being monitored in the Thompson
subdivision to ensure the profile transition is on track and that rail grinding patterns and speeds are adjusted once the
rail is to profile.

Rail replacement estimates for 2006 have been reduced by 38% and the number of DSS occurrences has reduced,
which indicates the success of the Preventive-Gradual grinding strategy removing metal to 60 degrees. NRC-CSTT
also recommended that if DSS defects start to appear on other subdivisions in the territory now upgraded to 100%
effective gauge face lubrication before the grinder gets there, then the lubricators should be turned off periodically.

Future strategies being considered by CPR to control the incidence of DSS defects include the implementation of top
of rail friction management and replacing worn rail with a new 136-CPR rail section which is a symmetrical version
of the CPRH2-60 design.
Acknowledgements
We would like to acknowledge the help of many different individuals on Canadian Pacific Railway; with special
thanks to Russ Dashko, Dean McGonigal and Vic Parr.


References
[1] Roney M. , Sroba P. , Dashko R ., Canadian Pacific Railway 100% Effective Lubrication Initiative
Proceedings AREMA Annual Conference, Chicago, September 2001.
[2] CPR Test Department Examination of Deep Seated Shell, Thompson Subdivision Internal CPR Report,
March 2005.
[3] Roney M. , Sroba P. , Oldknow K. , Dashko R ., Canadian Pacific Railway 100% Effective Friction
Management Strategy International Heavy Haul Association Conference Proceedings, Rio de Janeiro, Brazil,
June 2005.
[4] NRC-CSTT Rail shelling review for the Thompson Subdivision 2003 Internal report to CPR, March 2003.
[5] Kalousek J., Sroba P., Magel E., Shuswap Subdivision Rail Samples Metallographic Examination of High and
Low Rails from Sharp Curves, NRC Report Submitted to CPR, November 2000.
[6] Sugino K., et al, Nippon Steel Co Metallurgical investigation of transverse defect in worn rails in service
Wear, Vol 191, 1996.
[7] Kalousek J., Shell like defects and microgeometry of grinding Rail Steel Symposium, 1992.
[8] Steel R. , Plastic Deformation and its relationship to rail performance Rail Steel Symposium, 1994.
[9] Art Worth, Canadian National, Increased incidence of transverse defects from deep seated shells (TDD) on
Ashcroft and Clearwater Subdivisions Internal CN correspondence, June 1993.
[10] DeVries R., Sroba, P., Magel, E., Preventive Grinding Moves into the 21st Century on Canadian Pacific
Railroad Proceedings of the AREMA Annual Conference, Chicago, September 2001.
[11] Magel E., Kalousek J., Sroba P., CP Rail Grinding Template Specification NRC Report Submitted to CPR,
November 2000.
[12] Sroba P., and Roney M., Rail Grinding Best Practices Proceedings of AREMA Annual Conference, Chicago,
October 2003.
[13] Stanford J., Sroba P., Magel E., Burlington Northern Santa Fe Preventive-Gradual Grinding Initiative"
Proceedings AREMA Annual Conference, Chicago, September 1999.