83 FR 35699 - Addressing Electrode-Induced Rail Pitting From Pressure Electric Welding
DEPARTMENT OF TRANSPORTATION
Federal Railroad Administration Federal Register Volume 83, Issue 145 (July 27, 2018)
Federal Railroad Administration
Federal Register Volume 83, Issue 145 (July 27, 2018)
| Page Range | 35699-35702 | |
| FR Document | 2018-16022 |
[Federal Register Volume 83, Number 145 (Friday, July 27, 2018)] [Notices] [Pages 35699-35702] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2018-16022] [[Page 35699]] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Railroad Administration [Docket No. FRA-2017-0074, Notice No. 2; Safety Advisory 2018-01] Addressing Electrode-Induced Rail Pitting From Pressure Electric Welding AGENCY: Federal Railroad Administration (FRA), Department of Transportation (DOT). ACTION: Notice of Safety Advisory. ----------------------------------------------------------------------- SUMMARY: FRA is issuing Safety Advisory 2018-01 to remind railroads, contractors, and the rail welding industry of the potential for electrode-induced rail pitting and fatigue cracking during the pressure electric rail welding process. FOR FURTHER INFORMATION CONTACT: Mr. Matthew Brewer, Staff Director, Rail Integrity Division, Office of Railroad Safety, FRA, 500 Broadway, Suite 240, Vancouver, WA 98660, telephone (202) 385-2209; or Mr. Aaron Moore, Trial Attorney, Office of Chief Counsel, FRA, 1200 New Jersey Avenue SE, Washington, DC 20590, telephone (202) 493-7009. SUPPLEMENTARY INFORMATION: On August 16, 2017, FRA published a notice of a draft safety advisory in the Federal Register to address electrode-induced rail pitting from pressure electric welding and seeking comment on the issue. 82 FR 38989. FRA noted its investigation and research into the issue demonstrated that improper electrode contact to the rail during the welding process could result in electrode-induced pitting that may lead to fatigue fracture and ultimately rail failure. As a result, FRA's draft safety advisory contained specific recommendations to help the industry prevent electrode-induced pitting. FRA presented the information contained in the draft safety advisory to its Railroad Safety Advisory Committee's (RSAC) Rail Integrity Working Group. Subsequent RSAC discussions and comments submitted by the Association of American Railroads (AAR) indicated that the rail industry agrees with FRA's concern that stray arcing can result in the formation of electrode pits and that fatigue cracking can then develop from these electrode pits. AAR noted, however, that FRA's draft safety advisory did not present any information to support a finding that rail failures from electrode-induced rail pitting are a wide-spread problem. Further, AAR noted that its member railroads report they have seen no indications of a systemic problem involving electrode pitting, and that railroads and welding companies have procedures in place to prevent electrode pitting and remediate it when it does occur. Accordingly, AAR asserted that FRA should not issue any recommendations burdening the industry such as those included in the draft safety advisory. After consideration of AAR's comments and input from RSAC discussions, FRA agrees with AAR's position that, although stray arcing during the pressure electric welding process can result in the formation of electrode burns or pits on the web, head, or base of rail, and that fatigue cracking can develop from those burns or pits, railroads and welding companies have procedures in place addressing the issue of electrode pitting. Accordingly, in issuing Safety Advisory 2018-01, FRA has not adopted the specific recommended actions listed in its draft safety advisory and instead intends Safety Advisory 2018-01 to merely remind railroads, contractors, and the rail welding industry to be diligent in complying with existing practices and procedures designed to prevent electrode-induced pitting in rail and to mitigate the pitting when it does occur. Safety Advisory 2018-01 Pressure electric welding is the process of using a hydraulically- operated welding head that clamps around two opposing rail ends, pressing an electrode on each rail, then hydraulically pulling the rail ends together while arcing current through the electrodes into the rails, causing them to essentially melt together to form a continuous rail. Stray arcing during this process results in the formation of electrode burns or pits on the web, head, or base of the rail. Fractures in the rail may originate from the electrode pits because they behave as stress raisers (also referred to as stress concentrations). Fatigue cracks may develop at locations of stress concentration. Once a fatigue crack initiates, the localized stress encourages the growth of the crack, which may potentially lead to rail failure. FRA believes electrode pitting may be a contributing factor, if not the root cause, in some accidents involving rail web cracking. Figure 1 below shows a photograph of a rail with electrode pits in the web. The location of these electrode pits, when they occur, is typically four to eight inches on either side of the weld. Electrode- induced pitting from pressure electric welding may also occur in the head and base of the rail. It is unclear whether traditional ultrasonic rail testing can consistently detect electrode-induced pitting. In 2016, FRA's Office of Railroad Safety requested technical support from The National Transportation Systems Center (Volpe) to study the fatigue and fracture behavior of rails with pitting from electrodes used in welding. Volpe enlisted technical support from the U.S. Army's Ben[eacute]t Laboratories (Ben[eacute]t) to conduct forensic examination of three rail sections with electrode-induced pitting in the web from the pressure electric welding process. FRA obtained these rails from members of the railroad industry. Ben[eacute]t's examination included fractography (the science of studying fracture surfaces to identify the origin and causes of fracture), metallography (the science of studying the microstructure of metals to provide information concerning the properties and processing history of metallic alloys), and testing to determine the chemical composition and tensile mechanical properties of the rail steel. Ben[eacute]t confirmed the electrode-induced web fatigue cracking is a result of pitting caused by inadequate electrode-to-rail contact. Specifically, Ben[eacute]t's metallurgical analyses concluded the cracking in the rail web originated from the pitting created by inadequate electrode-to-rail contact during the pressure electric welding process. The fractographic and metallographic examinations revealed evidence of fatigue cracking originating from the pitting and fast fracture once the fatigue crack reached a critical length. Figure 2 below shows three photographs of the fracture surface of a crack found in one of the rails Ben[eacute]t examined. These photographs support the metallurgical evidence indicative of three stages of fatigue fracture: (1) Crack initiation or formation originating from the pitting; (2) crack propagation or growth by metal fatigue; and (3) final rupture or fast fracture. Figure 3 below shows photographs of the microstructure near the electrode pits in each examined rail, providing further evidence the cracking originated from the pitting created by improper electrode contact during welding. The results from the metallurgical analysis also suggested premature and sudden rail failure may result from high wheel-impact load (e.g., flat wheel), especially in cold-weather environments when the longitudinal rail force is tensile. Results from the chemical analysis and mechanical testing indicated the chemistry and mechanical properties of the rails selected for evaluation were within specifications the American Railway Engineering and Maintenance-of-Way [[Page 35700]] Association (AREMA) published, except for the hardness measurements in one rail, which were slightly lower than the AREMA minimum. Hardness is a measure of the resistance of a material to surface indentation produced by a carbide indenter applied at a given load for a given length of time. The lower hardness in that rail, manufactured in the 1950s, may be attributed to lower concentrations (compared to the other two rails) of alloying elements, specifically carbon, silicon, and chromium, which were still within AREMA tolerances. Testing of the chemistry and the mechanical properties revealed all three rails were made from standard quality steel containing no other defects except the electrode-induced pitting. FRA recognizes that the industry already has practices and procedures in place to avoid electrode pitting during the pressure electric welding process. Therefore, FRA is issuing Safety Advisory 2018-01 to remind railroads, railroad employees, railroad contractors, and welding companies and their employees of the importance of complying with those procedures to prevent electrode pitting and, ultimately, to prevent rail failures. (FRA has posted a copy of this notice on its public website, www.fra.dot.gov, where you may view the figures below in their full resolution.) BILLING CODE 4910-06-P [[Page 35701]] [GRAPHIC] [TIFF OMITTED] TN27JY18.329 [[Page 35702]] Ronald Louis Batory, Administrator. [FR Doc. 2018-16022 Filed 7-26-18; 8:45 am] BILLING CODE 4910-06-C
![Federal Register / Vol. 83, No. 145 / Friday, July 27, 2018 / Notices 35699
DEPARTMENT OF TRANSPORTATION railroads and welding companies have testing can consistently detect electrode-
procedures in place to prevent electrode induced pitting.
Federal Railroad Administration pitting and remediate it when it does In 2016, FRA’s Office of Railroad
[Docket No. FRA–2017–0074, Notice No. 2; occur. Accordingly, AAR asserted that Safety requested technical support from
Safety Advisory 2018–01] FRA should not issue any The National Transportation Systems
recommendations burdening the Center (Volpe) to study the fatigue and
Addressing Electrode-Induced Rail industry such as those included in the fracture behavior of rails with pitting
Pitting From Pressure Electric Welding draft safety advisory. from electrodes used in welding. Volpe
After consideration of AAR’s enlisted technical support from the U.S.
AGENCY: Federal Railroad comments and input from RSAC Army’s Benét Laboratories (Benét) to
Administration (FRA), Department of discussions, FRA agrees with AAR’s conduct forensic examination of three
Transportation (DOT). position that, although stray arcing rail sections with electrode-induced
ACTION: Notice of Safety Advisory. during the pressure electric welding pitting in the web from the pressure
SUMMARY: FRA is issuing Safety process can result in the formation of electric welding process. FRA obtained
Advisory 2018–01 to remind railroads, electrode burns or pits on the web, these rails from members of the railroad
contractors, and the rail welding head, or base of rail, and that fatigue industry. Benét’s examination included
industry of the potential for electrode- cracking can develop from those burns fractography (the science of studying
induced rail pitting and fatigue cracking or pits, railroads and welding fracture surfaces to identify the origin
during the pressure electric rail welding companies have procedures in place and causes of fracture), metallography
process. addressing the issue of electrode pitting. (the science of studying the
Accordingly, in issuing Safety Advisory microstructure of metals to provide
FOR FURTHER INFORMATION CONTACT: Mr.
2018–01, FRA has not adopted the information concerning the properties
Matthew Brewer, Staff Director, Rail specific recommended actions listed in and processing history of metallic
Integrity Division, Office of Railroad its draft safety advisory and instead alloys), and testing to determine the
Safety, FRA, 500 Broadway, Suite 240, intends Safety Advisory 2018–01 to chemical composition and tensile
Vancouver, WA 98660, telephone (202) merely remind railroads, contractors, mechanical properties of the rail steel.
385–2209; or Mr. Aaron Moore, Trial and the rail welding industry to be Benét confirmed the electrode-induced
Attorney, Office of Chief Counsel, FRA, diligent in complying with existing web fatigue cracking is a result of pitting
1200 New Jersey Avenue SE, practices and procedures designed to caused by inadequate electrode-to-rail
Washington, DC 20590, telephone prevent electrode-induced pitting in rail contact.
(202) 493–7009. and to mitigate the pitting when it does Specifically, Benét’s metallurgical
SUPPLEMENTARY INFORMATION: On August occur. analyses concluded the cracking in the
16, 2017, FRA published a notice of a rail web originated from the pitting
draft safety advisory in the Federal Safety Advisory 2018–01 created by inadequate electrode-to-rail
Register to address electrode-induced Pressure electric welding is the contact during the pressure electric
rail pitting from pressure electric process of using a hydraulically- welding process. The fractographic and
welding and seeking comment on the operated welding head that clamps metallographic examinations revealed
issue. 82 FR 38989. FRA noted its around two opposing rail ends, pressing evidence of fatigue cracking originating
investigation and research into the issue an electrode on each rail, then from the pitting and fast fracture once
demonstrated that improper electrode hydraulically pulling the rail ends the fatigue crack reached a critical
contact to the rail during the welding together while arcing current through length. Figure 2 below shows three
process could result in electrode- the electrodes into the rails, causing photographs of the fracture surface of a
induced pitting that may lead to fatigue them to essentially melt together to form crack found in one of the rails Benét
fracture and ultimately rail failure. As a a continuous rail. Stray arcing during examined. These photographs support
result, FRA’s draft safety advisory this process results in the formation of the metallurgical evidence indicative of
contained specific recommendations to electrode burns or pits on the web, three stages of fatigue fracture: (1) Crack
help the industry prevent electrode- head, or base of the rail. Fractures in the initiation or formation originating from
induced pitting. rail may originate from the electrode the pitting; (2) crack propagation or
FRA presented the information pits because they behave as stress growth by metal fatigue; and (3) final
contained in the draft safety advisory to raisers (also referred to as stress rupture or fast fracture. Figure 3 below
its Railroad Safety Advisory concentrations). Fatigue cracks may shows photographs of the
Committee’s (RSAC) Rail Integrity develop at locations of stress microstructure near the electrode pits in
Working Group. Subsequent RSAC concentration. Once a fatigue crack each examined rail, providing further
discussions and comments submitted by initiates, the localized stress encourages evidence the cracking originated from
the Association of American Railroads the growth of the crack, which may the pitting created by improper
(AAR) indicated that the rail industry potentially lead to rail failure. FRA electrode contact during welding.
agrees with FRA’s concern that stray believes electrode pitting may be a The results from the metallurgical
arcing can result in the formation of contributing factor, if not the root cause, analysis also suggested premature and
electrode pits and that fatigue cracking in some accidents involving rail web sudden rail failure may result from high
can then develop from these electrode cracking. wheel-impact load (e.g., flat wheel),
pits. AAR noted, however, that FRA’s Figure 1 below shows a photograph of especially in cold-weather
draft safety advisory did not present any a rail with electrode pits in the web. The environments when the longitudinal rail
amozie on DSK3GDR082PROD with NOTICES1
information to support a finding that location of these electrode pits, when force is tensile. Results from the
rail failures from electrode-induced rail they occur, is typically four to eight chemical analysis and mechanical
pitting are a wide-spread problem. inches on either side of the weld. testing indicated the chemistry and
Further, AAR noted that its member Electrode-induced pitting from pressure mechanical properties of the rails
railroads report they have seen no electric welding may also occur in the selected for evaluation were within
indications of a systemic problem head and base of the rail. It is unclear specifications the American Railway
involving electrode pitting, and that whether traditional ultrasonic rail Engineering and Maintenance-of-Way
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![35702 Federal Register / Vol. 83, No. 145 / Friday, July 27, 2018 / Notices
Ronald Louis Batory, invoicing process is currently used by System Access Request for Delphi
Administrator. DOT’s grantee community and was eInvoicing system. The users will
[FR Doc. 2018–16022 Filed 7–26–18; 8:45 am] successfully piloted to select vendors. provide the following information: Full
BILLING CODE 4910–06–C DATES: Comments must be submitted on name, office phone number, work email
or before September 24, 2018. address, vendor name, purchase order
FOR FURTHER INFORMATION CONTACT: (contract or grant award) numbers, and
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Vendor and Grantee Invoice Chestnut, (202) 366–9661, electronically.
Submission Process Change DOTElectronicInvoicing@dot.gov. Affected Public: All Current and
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Transportation (DOT). OMB Control Number: 2105–0564. Total Estimated Number of
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request for comments. previously approved information Total Estimated Number of
collection. Responses: Greater than 5,000.
SUMMARY: The DOT invites the public Background: This notice sets forth Estimated Total Annual Burden
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payments for DOT Operating Delphi eInvoicing system. Department’s performance; (b) the
Administrations (OAs). Existing users of • The identities of system users will accuracy of the estimated burden; (c)
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grantees and vendors, will also be the Delphi eInvoicing system. quality, utility, and clarity of the
required to use Login.gov. DOT’s Information required for Login.gov information collection; and (d) ways
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reduce unnecessary burden on vendors name, phone number, and password. without reducing the quality of the
and grantees by eliminating existing • System users will Register with and collected information.
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invoice approvals and user registration Authority: The Paperwork Reduction Act
System users will provide his/her email
of 1995, 44 U.S.C. 3501–3520, as amended.
to reduce costs, increase timeliness of address and receive an email back to
payments, and improve data quality. confirm. They will then create a Issued in Washington, DC, on July 24,
Introducing e-authentication to facilitate password and input a telephone number 2018.
user validation and account and opt to receive either a personal call Jennifer Funk,
management will greatly reduce the from Login.gov or text message with an Acting, Deputy Chief Financial Officer,
burden on vendors and grantees by authentication code. Department of Transportation.
eliminating the current paper based • Once the system user is [FR Doc. 2018–16089 Filed 7–26–18; 8:45 am]
registration process. This electronic authenticated, he/she will complete a BILLING CODE 4910–9X–P
amozie on DSK3GDR082PROD with NOTICES1
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Document Created: 2018-07-27 04:04:54
Document Modified: 2018-07-27 04:04:54
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Notices | |
| Action | Notice of Safety Advisory. | |
| Contact | Mr. Matthew Brewer, Staff Director, Rail Integrity Division, Office of Railroad Safety, FRA, 500 Broadway, Suite 240, Vancouver, WA 98660, telephone (202) 385-2209; or Mr. Aaron Moore, Trial Attorney, Office of Chief Counsel, FRA, 1200 New Jersey Avenue SE, Washington, DC 20590, telephone (202) 493-7009. | |
| FR Citation | 83 FR 35699 |
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