RD456 - Heat Order Issues Technical Memorandum December 15, 2008


Executive Summary:
Purpose of the Report

The purpose of this technical memorandum is to identify the causes of heat delays on railroad corridors within the Commonwealth and to identify practices that are anticipated to minimize delays on these corridors in the future. This technical memorandum identifies the causes of heat delays generally, and the specific causes of heat delays along the CSX Transportation (CSX) I-95 Rail Corridor between Washington, DC and Richmond that occurred within the 2002 and 2007 timeframe.

Background

The I-95 Rail Corridor is constructed with Continuously Welded Rail (CWR) which is installed from segments approximately one-quarter mile in length and welded together. During periods of hot weather, the CWR can buckle or form a “sun kink” due to the expansion of the rail. Under these conditions the railroad may impose a “heat order” in the corridor to reduce speeds and prevent derailments. Between 2005 and 2007, CSX undertook a $29.5 million major maintenance program in the corridor to improve the physical condition of the track and roadbed and, ultimately, the safety and reliability of the rail line. During this same time period numerous heat orders were issued in the corridor as the construction temporarily weakened the track structure. Virginia Railway Express (VRE) commuter services experienced numerous delays related to heat orders in this timeframe, but the number of heat order delays dropped substantially starting in 2007 when the major maintenance program was completed. Completion of the program and significant Virginia-funded capacity enhancements also allowed CSX inspectors to move more efficiently through the corridor when inspecting the tracks for sun kinks. Changes in CSX operational policies were also instituted that target heat orders by milepost rather than broader subdivision level restrictions.

Within the Commonwealth, commuter and intercity passenger rail services operate on railroad corridors owned by Norfolk Southern (NS) and CSX. These railroads have different policies regarding heat orders. NS does not issue blanket heat orders. CSX may issue heat orders when the ambient temperature fluctuates significantly and/or reaches 90 degrees Fahrenheit.

Conclusion

In January 2008, the Virginia Department of Rail and Public Transportation (DRPT) and CSX signed an Operations Agreement to work cooperatively on the issue of heat orders. CSX has revised certain operational policies to further minimize heat order delays as follows: 1) heat orders are now issued on a milepost basis, 2) changes in the track designation policy allow a heat order to be imposed on only a single affected track in a multi-track corridor to further limit impacts, and 3) CSX adjusts the times of day when track maintenance is performed to minimize delays to passenger services. Furthermore, DRPT expects CSX to apply any new or innovative techniques to track design to alleviate potential heat orders in the future.

Actions for Heat Order Mitigation

DRPT will require that the agency be notified in advance if current railroad policies and practices for heat orders are changed by the railroad. DRPT may also require periodic reports from railroads receiving state funding for capital projects on measures to reduce or avoid heat orders. Similarly, DRPT may require periodic reports from passenger rail operators regarding the number of heat orders affecting their services, with clear documentation of heat order events and impacts on passenger rail service.