Proposed Two Ballots Considerations for Layout of Wayside Applicators

Proposed Two Ballots Considerations for Layout of Wayside Applicators To be incorporated into AREMA Recommended Practices for Rail / Wheel Friction Control - Section 4.11 Updated at AREMA Committee 4 Meeting, Orlando - September 1, 2010 Ballot # 1: General Overview and Item Descriptions +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Ballot # 1 Section 4.11.6 - Wayside Applicator Spacing Considerations 4.11.6.1 - General Comments Spacing of wayside gauge face (GF) and top-of-rail (TOR) applicators is influenced by a number of site specific factors, train traffic, and effectiveness of incorporated applicator and lubricant/friction modifier products. After initial installation is made, the appropriate field measurements (see Sections 4.11.3 and 4.11.4) can be used to determine layout effectiveness and assess if applicator adjustment and/or relocation (re-spacing) is needed. 4.11.6.2 - Initial Spacing Recommendations Number and spacing of wayside applicators typically depends on the length and design geometry (i.e. gradient, curvature, etc.) of the territory over which friction control is being considered. For an isolated (single) curve with single direction traffic, or where operating tonnage is predominantly in one direction, one gauge face lubricator or TOR applicator placed in advance of the target curve for the direction of heaviest traffic may provide adequate friction control. Territories with multiple curves separated by tangent segments generally require several applicators spaced at varying intervals. Applicator settings and distance between applicators will depend on the severity of curvature, and the length or density of curvature / tangent within the target area. The major parameters influencing applicator spacing and settings include: i. Track Structure a. Track Gauge - Wide gauge in curves can produce false flange contact with the low rail, which increases high rail flanging force and lubricant scrape-off. These conditions warrant tighter spacing between GF lubricators, or increased application rates to achieve effective friction control. Depending on the wayside application system used, wide gauge through a GF or TOR applicator site can also impact the effectiveness of grease or friction modifier (FM) transfer to rail wheels, generating similar equipment spacing / application rate considerations. 1

- Tight gauge in tangent track can induce truck hunting, producing random excess deposits of grease along tangent rails intended for curves. - A maximum variation of + 1/8 from standard 56 ½ track gage at GF or TOR wayside application sites (measured statically) is recommended to ensure optimized transfer of lubricants or friction modifiers at the wheel-rail interface. b. Rail Profile / Wear - Partially-worn wheel profiles combined with new rail conditions can generate more severe gauge corner contact along curve high rails. These contact conditions are typically more severe compared to curve-worn rails, making it difficult to initially maintain adequate friction control. These conditions will abate over time with lubrication effectiveness improving with increased curve wear, permitting wider spacing between gauge face lubricators or reductions in application rates. c. Fastener Systems (i.e. Stiff vs. Weak, Concrete ties / Elastic fasteners vs. Wood ties / Spikes - Rigidity of incorporated fastener systems influences gage widening dynamics and friction control effectiveness as noted in Item (a-1). Lubrication quality through curves with enhanced gage restraint will improve as curve high rails wear to a conformal profile, generating less severe dynamic gage-widening. Increased applicator settings may be in the interim. ii. Operating Environment a. Winter/Summer Temperature Ranges - Winter-grade GF lubricants and friction modifiers are generally thinner (lower viscosity) than summer-grade products. Use of an incorrect product type for ambient weather conditions will impact the pumping, carry, and wheel / rail adhesion capabilities of friction control products. Tighter applicator spacing or increased application rates may be to offset weather impacts. b. Rain/Snow - Wet rail may inhibit adhesion of GF lubricants or friction modifiers to wheel and rail surfaces, negatively impacting the coverage distance of incorporated friction control. If wet conditions are frequently experienced, tighter applicator spacing or increased application rates may be. c. Organic or Lading Contamination (i.e. Blowing sand or dust, leaves, coal dust, etc.) - Introduction of foreign contaminants to lubricants or FM products can alter expected friction control performance effectiveness as per Item (b-2). Tighter applicator spacing or increased application rates may be to offset environmental impacts. d. Sun - Duration and intensity of ambient sunlight can influence the functional properties of friction control products (i.e. viscosity, liquid vs. dry film state, etc.). These conditions may impact performance effectiveness as per Item (a-1). e. Humidity - Humidity can produce wet rail challenges as per Item (b-2). Extended periods between trains in humid areas can also lead to increased rail surface corrosion impacting wheel- 2

rail contact dynamics and effectiveness (i.e. adhesion) of incorporated friction control products. f. Proximity of applicator to water sheds, streams, road crossings and pedestrian crossings. Avoid locations that could contaminate streams and water supplies. Ensure location of applicators at or near passenger stations do not impact track braking or traction from accelerating trains. iii. Track Geometry a. Curvature - The density (%) and severity (i.e. degree) of curvature within a friction control coverage zone are of paramount importance when determining applicator settings and spacing intervals. Locations with high density, extreme curvature will experience a more rapid degradation of rail and/or wheel conditioning imparted by GF-TOR friction control due to more aggressive contact dynamics at the high rail gauge corner and low rail TOR surface areas. Locations with more severe and extensive curvature consequently require tighter applicator spacing and/or higher output settings. b. Gradient - Severity (%), length of gradient, car loading, and predominant direction of traffic flow (i.e. uphill or downhill) are also of paramount importance when determining applicator settings and spacing intervals. - Applicators immediately ahead of or on ascending grades must be appropriate spaced and properly adjusted to mitigate wheel slip or train stalls. - Spacing between lubricators on extended descending grades > 0.50% is typically tighter to mitigate impacts of train braking to rail and/or wheel conditioning provided by GF- TOR friction control. Reduced spacing combined with higher application rates should continue for some distance beyond the end of a descending grade area until hot wheel temperatures from sustained braking return to normal. c. Superelevation - Design superelevation for curves within a friction control zone should be correctly incorporated to ensure typical area train speeds do not exceed the calculated balance speed for each curve location. - Trains travelling above or below balance speed generate higher gage-widening forces impacting the effectiveness of wheel and/or rail conditioning provided by wayside GF / TOR applicators. Equipment spacing intervals and output settings must be adjusted as per Item (a-1) if train speeds routinely deviate from curve balance speeds. d. Tangent Length - Extensive accumulated tangent distance within a coverage area will permit increased spacing between GF and TOR applicators. Spacing reductions may be if wheel flange contact marks are randomly observed along tangent segments due to truck hunting or other steering anomalies. - If curve clusters are separated by extended tangent segments, consideration should be given to treating each curve group as a separate friction control coverage zone. 3

e. Track Quality Index - A track quality index (TQI) rating is a subjective measure of track quality as derived from recorded Inspection Car parameters (i.e. track gauge, surface, alignment, etc.). A low TQI rating may be an indicator of excessive dynamic lateral wheel forces generated by area traffic, warranting tighter applicator spacing or increased application rates. iv. Train Operations a. Bi-directional vs. Single direction traffic - GF and TOR applicator spacing must accommodate equipment placement in advance of curve clusters or targeted locations if the coverage zone experiences single direction traffic only. - Some wayside equipment types will accommodate alternate application rates for opposing directions in a bi-directional operating environment. This option is advantageous for heavy gradient coverage areas with extensive train braking - Lower application rates can be incorporated for the ascending grade direction to improve friction control economics. b. Single track vs. Multiple tracks - Multiple track locations may contain directional traffic considerations as per Item (d-1). - Applicators servicing more than one track from the same product reservoir may require tighter spacing to accommodate lower application rates / reduced coverage distance providing a more manageable pace of lubricant consumption. c. Loaded/Empty bias - GF and TOR applicator spacing must accommodate proper placement in advance of curve clusters or targeted locations as biased for the predominant direction of loaded traffic travel. - Lines carrying mostly loaded trains will need shorter distances between GF applicators compared to lines with a mix of loaded / empty traffic or mostly empty trains. Loaded trains will consume GF lubricant more rapidly than empty trains due to higher flanging forces along curve high rails. d. Speed - Higher train speeds increase the severity of flanging or dynamic gauge widening forces imparted to curves. Tighter applicator spacing or increased application rates are to mitigate adverse impacts of these forces to GF-TOR friction control quality / effectiveness. Higher speeds may result in grease fling and wasted product, and may require alternative additives to improve transfer. e. Braking (Dynamic vs. Air) - As per Item (c-2), areas with heavy train braking require tighter GF-TOR applicator spacing or increased application rates to sustain wheel / rail conditioning quality and mitigate impacts to fiction control performance effectiveness. - Predominant use of dynamic braking within a friction control coverage zone does not influence the spacing of GF or TOR applicators. 4

v. Application System Considerations a. Transfer Mechanism - Distribution Bars (GF or TOR) Critical bar considerations include 2 vs. 4 bar per rail site layouts, bar lengths, and number / width of product distribution ports per bar. Site configurations and bar design features (i.e. length, # of ports, bar troughs, etc.) optimizing coverage for the entire wheel circumference may permit increased spacing between wayside applicators subject to the influence of other critical area operating factors (i.e. curvature, gradient). Smaller length or a reduced number of bars per applicator site may provide acceptable friction control for target areas with less severe operating conditions. Installation height of distribution bars should meet manufacturer s recommendations and may require adjustment as rail wears or different wheel profiles are operated. - Spray/Stream Distribution These systems are propulsion-based, applying friction control products directly to the surface of approaching wheels as opposed to distributing material to the wheel-rail interface for pick-up. Equipment spacing and application rate considerations are similar to those for standard applicator bar designs. Train speed or environmental factors influencing product transfer to rail wheels (i.e. wind dynamics, wind-borne contaminants, etc.) should also be considered when determining installation locations. b. Pump Actuator (Mechanical, Hydraulic, Electric) - Actuating strength of wayside equipment will influence the volume and frequency of lubricant or friction modifier output. This further impacts extent of product carry and applicator spacing to achieve effective friction control for coverage areas. - Newer design solar-electric or AC electric applicators typically offer more robust and controllable product output accommodating wider spacing between applicators or lower application rate settings. c. Tangent vs. Curve or Spiral Placement - Applicator spacing may be influenced by the need to position wayside GF-TOR equipment in tangent segments preceding targeted curve locations. Tangent segments typically generate more favorable steering dynamics with less likelihood of equipment damage from wheel contact. - Recommended spacing intervals for GF-TOR applicators may require adjustment to accommodate area tangent availability, resulting in non-optimized multi-unit zone layouts. In some instances, increased application rates may assist to mitigate possible adverse impacts resulting from non-optimized configurations. d. Rail Grinding Considerations - Ease of removal and restoration of applicator bars when rail is ground. Ease and schedule to re-install applicators after grinding can impact time to restore friction control. 5

vi. Lubricant/Friction Modifier Properties a. Summer/Winter Product Grades - If a single GF lubricant grade is preferred for year-round use and seasonal temperature variations for the coverage zone are significant, closer GF applicator spacing and seasonal adjustment of applicator settings may be. - If different brands of lubricants or friction modifiers are used, the compatibility of the two products must be checked before one is added to the other to ensure the resulting mixture can be effectively pumped / dispensed. b. Premium Products (EP Additives) - Premium GF lubricants may contain extreme pressure (EP) additives. Lubricants containing these additives more effectively resist high contact stresses at the wheel-rail interface and will therefore demonstrate increased carry distance accommodating wider applicator spacing. Coverage increase will be product dependant. c. Carrier Variations (Water, Calcium, Lithium, Oil, Organic, etc.) - Carrier types for lubricants and friction modifiers will influence product transfer and adherence to wheel-rail surfaces. This similarly impacts extent and robustness of applied friction control conditioning, influencing wayside applicator spacing and application rate settings. vii. Other Items a. Inspection and Maintenance Cycles - GF-TOR applicator spacing may be influenced by location selection based on ease of accessibility, or desired frequency for equipment maintenance / inspection tasks (i.e. drive-in vs. hi-rail access). b. Proximity to Fixed Track Structures (Crossings, Turnouts, etc.) - Close proximity to fixed track structures is typically avoided to mitigate adverse impacts to wheel-rail friction control conditioning. - Equipment manufacturers and / or railways may recommend minimum buffer distances between wayside applicators and fixed track structures due to adhesion / braking considerations, or to prevent unwanted friction control product accumulations at heavy wheel contact areas (i.e. grease accumulations in crossing flangeways, turnout frogs and guardrails, etc.). c. Track Signals and Insulated Joint Locations - GF-TOR applicator spacing may be influenced by location selection based on maintaining minimum buffer distances between wayside applicators and insulated joints or other track circuitry due to shunting concerns. This is typically a consideration for GF lubricators located near track signals or signalized crossings. 6

4.11.6.3 - Suggested Field Deployment Procedure for Wayside Gauge Face (GF) Applicators The following is a proposed procedure to achieve optimized incorporation of wayside gauge face (GF) friction control for a targeted location. This procedure may need to be repeated if a change in lubricant is made. 1. Install two GF systems per manufacturer specifications, spaced at 0.75 to 3 miles (See Figure 4-4-74 - Spacing B ). If local experience suggests this is too short a distance, install 1 unit first and measure the carry distance with directional trains. This approach can work when traffic on single lines is a few trains in one direction, followed by a few trains in the opposite direction. Otherwise, install 2 units at a longer spacing than proposed and work as below to obtain the best gage face lubrication scenario. 2. Adjust application rates to ensure proper friction control is established with a no splash scenario at the nearest curve to each applicator in both directions. Take special care to ensure top of rail surface at and immediately adjacent to distribution bars is not contaminated with excess lubricant. Note: Friction control effectiveness to be evaluated as per AREMA Manual Sections 4.11.3 and 4.11.4. In situations where a friction control product (i.e. some friction modifiers) acts to condition the wheels, measurement of rail friction may not offer an effective means to evaluate equipment performance. 3. After steady state operations are obtained (generally after ~ 20 trains), evaluate friction on the curve midway (depending on curvature this may not be midway) between applicators to determine if sufficient friction control conditioning is in place. Use one or more of the measurement methods as per AREMA Manual Sections 4.11.3 and 4.11.4. 4. If sufficient friction control is noted, wider spacing ( C ) may be considered for evaluation. If insufficient friction control is noted, increase application rates (this should start with maximum application rate for no splash ) on one or both systems. Ensure top of rail at and immediately adjacent to distribution bars is not contaminated with excess lubricant. If still inadequate after application rate adjustment, move applicators closer by one curve each (Spacing A ). 5. Once proper friction patterns or effectiveness has been established, add additional applicators outside of and spaced at approximately the same interval (this should be where the application formulae is used by railway engineers to lay out the rest of the track) as the original two units. Re-measure friction at initial curves evaluated and spot check other locations within the coverage zone to confirm friction control performance effectiveness. Figure 4-4-74: Schematic for Wayside Gauge Face Applicator Field Deployment 7

4.11.6.4 - Wayside Applicator Spacing: Summary Matrix of Parameters to Consider During Deployment Coverage Area Parameter Impact on GF-TOR Applicator Spacing Comments Minimal variation between ambient winter/summer temperature ranges Wide variation between ambient winter/summer temperature ranges Rain/snow Organic or lading contamination Track gauge within coverage zone is wide or tight from standard Rail wear/profile - New condition - Curve worn Fastener Systems - Concrete ties / Elastic fasteners (Stiff) - Wood ties / Spikes (Weak) Negligible - - Wider spacing possible Simplifies deployment process. Single friction control product grade can be used year round. Assumes single friction control product grade is used year round. Alternate product grades or application rate adjustments may eliminate need for tighter spacing. Impacts lubricant / friction modifier material properties, adhesion, and carry distance. Impacts lubricant / friction modifier material properties, adhesion, and carry distance. Wide or tight gauge inhibits proper truck steering, impacting wheel-rail friction control conditioning through increased dynamic lateral track loading. New rail may require temporary increased application rates. - - Wider spacing possible Conformal rail wear may allow reduced GF application rates. Stiff track may increase lateral loads, impact wheel-rail friction control conditioning. Weaker track may decrease lateral forces, improve friction control effectiveness. Bi-directional vs. Single Direction Traffic - Single Direction - Bi-Directional - - Wider spacing One-way product transfer - No back and forth product build-up / rail conditioning. Improved GF conditioning - Applicators working in both directions. 8

Parameter possible Impact on GF-TOR Applicator Spacing Comments Curvature Density / Severity Tangent Density Superelevation - Increased deviation from balance Track Quality Index (TQI) (i.e. Low TQI rating) Gradient (% Severity, Length, Traffic Flow) Train Operations - Loaded/Empty bias - Speed (High vs. Low) - Braking (Dynamic vs. Air) Wider spacing possible - Wider if mostly empty traffic - Tighter for high speeds - Tighter if heavy air braking Increased length, frequency, and severity (i.e. degree) of curvature within a coverage zone requires closer applicator spacing and/or higher application rates. Consider separate coverage zones if tangent distance between curve clusters is significant (i.e. GF: > 5-6 miles TOR: > 3 miles) Slower or higher train operation from balance speed on curves increases dynamic gauge widening and may degrade friction control rail-wheel conditioning. Possible indicator of high area lateral track loading warranting more aggressive friction control. Sustained air braking for severe, extended length grades may adversely impact rail-wheel friction control conditioning. - Reduced flanging forces / lubricant scrapeoff for empty traffic. - Increased dynamic gage-widening and product fling-off at higher speeds impacting friction control effectiveness. - Adverse impacts to friction control railwheel conditioning from brake shoe contact / hot wheel temperatures. Equipment Considerations - Distribution Bars Short vs. Long (GF) - Pump Actuator (GF) Mechanical Hydraulic - Wider if longer GF bar length - Wider spacing if Electric vs. Mech or Hydraulic - Increased number of distribution ports - Improves rail-wheel conditioning and lubricant carry. - Stronger and more effective / controllable lubricant output with electric applicators. 9

Electric Parameter Impact on GF-TOR Applicator Spacing Comments Tangent vs. Curve or Spiral Placement Lubricant/Friction Modifier Properties - Summer/winter grade - Premium products (i.e. EP additives) - Carrier variations (i.e. Water, Calcium, Lithium, Oil, etc.) Proximity to Fixed Track Structures (i.e. Grade crossings, track signals, turnouts, insulated joints, etc.) Inspection / Maintenance Cycles Tighter or wider spacing as Tighter or wider spacing as Tighter or wider spacing as Tighter or wider spacing as 4.11.6.5 - One Wayside Applicator Re-spacing Formula 10 - Tangent placement is recommended. - Applicator spacing may be influenced by the need to position wayside GF-TOR equipment in tangent segments to mitigate equipment damage. Impacts to applicator spacing are product specific - Use of seasonal grade or premium friction control products may accommodate wider applicator spacing subject to the influence of other area operating factors (i.e. gradient, curvature, etc.). Minimum clearance restrictions may require deviation from best practice spacing recommendations. Site access or desired inspection / maintenance frequency intervals may require movement of applicators from optimum / preferred locations. Some railways have formulas to determine the positioning of wayside lubricators - These formulas can be simple or complex. The following simplified formula can be used for this purpose, but requires a curve-by-curve summary of track geometry car data. ( C + S ) T R B R Prior to using this formula, the field deployment procedure described in 4.11.6.3 should also be completed to determine the optimal lubricator spacing for the targeted area. Definition of Factors used in the Lubrication Spacing Formula: Note: Unit of measure for each of the factors contained in the Lubrication Spacing Formula must be consistently applied as either Imperial or Metric type when using this formula.

C is the total length of the curve including spirals. The longer the curve, the longer the wheel flanges are in contact with the gage face of the high rail, implying the need for more lubricant protection. S is a fraction of the length of tangent sections. A 5% or 0.05 factor is typically used to account for flange-gage contact depositing lubricant in tangent segments due to mild hunting (body sway). Some tangents may have no evidence of lubricant on the rails because of good wheel / rail interaction, while other tangent segments may contain an obvious film of lubricant due to poor wheel / rail interaction (e.g. truck hunting). One half of the calculated 5% of the tangent length is then added to each curve at opposing ends of the tangent, which effectively extends the length of those curves. R is a term to include the effect of curvature, and is expressed in degrees. For use in the formula, it is the average degree of curvature of the curve, inclusive of spiral segments. If the curve is a compound curve, all curve bodies and spirals are combined when calculating the average degree of curvature. Track geometry car data is to determine this factor. T is the factor to describe the direction of traffic. If the track has uni-directional traffic, the factor is unity. The factor is 2 for bi-directional traffic. Some railways will frequently run five or six trains in the same direction before allowing traffic to move in the opposite direction. After three or four loaded freight trains, the coefficient of friction on the gage face of the rail can rise to unacceptable levels, particularly under more severe, downhill gradient operating conditions. In situations like these, the best course of action would be to treat the traffic as uni-directional and space the lubricators accordingly. Otherwise, these segments of uni-directional traffic could experience rapid rail wear. BR is a factor used to account for the effect of train braking. If a loaded freight train travels downgrade with air brakes applied, the wheels can become hot enough to oxidize the lubricant on the rails, or cause it to flow down to the bottom of the gage face. Decreasing this factor below unity implies that the lubricators must be placed closer together because of severe downgrade operating conditions. Example: One heavy haul railway uses a factor of 0.8 for a 2% grade segment. The factor is set to 1 in areas without grades, with rolling grades, and ascending grades with unidirectional traffic. Use of the Formula The factors in the simplified formula are used to calculate a value for each curve segment between the first and second adjacent wayside lubricators that have already been positioned in the field using the deployment procedure described in 4.11.6.3. The sum of these individual curve values represents the spacing from the second to the third lubricator. Depending on the geometry of the track, there could be a greater or lesser number of curves between the first and second lubricators than between the second and third units. Similarly, the distance between the first and second lubricators could also be greater or less than the distance between the second and third units. Therefore, the result of the formula is not a measurable distance or curve count between lubricators, but is instead a representation of how far the gage face lubricant will travel from each lubricator based on the track geometry and traffic conditions. Ten miles of the Fictitious Sub are shown In Figure 2. Lubricators 1 and 2 have been positioned based on the field deployment procedure in 4.11.6.3. The location of Lubricator #3 was determined using the 11

simplified formula and track geometry data. This subdivision has rolling grade, with air brakes not used during routine train handling. Traffic is bi-directional. Therefore, B R = 1 and T = 2. Curvature [degrees] Fictitious Sub 12 10 8 6 4 2 0-2 #1 #2 #3-4 -6-8 -10-12 38 39 40 41 42 43 44 45 46 47 48 Milepost Figure 2: Example of Lubricator Placement Track geometry data is needed to determine the length of curve and tangent segments, and the average degree of curvature of each curve segment in the area to be lubricated. Track geometry data is typically captured at intervals of between 1 to 5 feet. Imagine a simple curve 500 feet long from the beginning of the entry spiral to the end of the exit spiral. The degree of curvature will be 0 at the start of the curve, will rise until the body of the curve begins, and will remain approximately constant at the designed curvature until the beginning of the exit spiral, at which point it will decrease back to 0 again. If track geometry data is recorded at 1 foot intervals, there will be 500 data points or records describing the geometry of the curve. Each record will have a field indicating the degree of curvature at the measured 1 foot interval, along with an associated milepost designation. The average curvature value is the sum of the 500 values recorded for degree of curvature, divided by 500. If data is collected at 5 foot intervals, there will be 100 data records describing the geometry of the curve - In this case, the average curvature is the sum of the 100 values for degree of curvature, divided by 100. In both cases, milepost designations at each end of the curve are used to calculate curve and tangent segment lengths. Using hypothetical track geometry data for the Fictitious Sub, milepost locations, curve / tangent lengths, and degree of curve (DoC) values for the eight curves between lubricators 1 and 2 are summarized as shown in columns A through E in Table 1. The value of C to be used in the formula for each curve is in Column C. The values of S for each curve (two values per curve) are shown in Column F in the tangent rows above and below each curve. The average curvature value is listed in column E. Applying the simplified formula to the 5.03 left-hand curve that begins at milepost 41.5 (Row 10) yields the following: 12

( C + S ) T R B R = (1329 + (25 + 34)) 3.01 2 1 = 1388 3.01 2 = 2089 Summing up the formula values for the eight curves between lubricators 1 and 2 yields a value of 15,913 - This is the necessary spacing between lubricators. Repeating this exercise for the curves that follow lubricator 2 will yield a value of 15,671 after the 3.77 right-hand curve in Row 34, and a value of 17,314 after the 3.13 left-hand curve in Row 36. The tangent between these two curves is too short to install a lubricator. The next best location is on the tangent following the 3.13 left-hand curve. This is longer than the desired spacing (15,913) derived from the formula, and may require a slight increase in the output from lubricators 2 and 3 to compensate for this increased spacing. Using the above procedure, summarized track geometry data can be entered into a spreadsheet program, with the simplified formula incorporated to calculate a value for each curve segment. A running total of the formula can then be used to determine where additional lubricators should be installed on track, subject to the equipment placement constraints listed in Items b-6, c-4 and g of this document. A B C D E F G H Data Start Length Max Avg 2.5% of Effective Formula Segment Row # MilePost [feet] DoC DoC Tan Length Curve Length Value 1 TAN 39.7 1084 0 0 27 - - Lubricator 1 2 LH CRV 39.9 1041-2.03-1.07 0 1081 578 3 TAN 40.1 521 0 0 13 - - 4 LH CRV 40.2 1718-6.18-4.26 0 1731 3687 5 TAN 40.5 14 0 0 0 - - 6 RH CRV 40.5 2186 4.63 3.57 0 2186 3902 7 TAN 40.9 15 0 0 0 - - 8 LH CRV 40.9 1848-0.84-0.54 0 1873 506 9 TAN 41.3 989 0 0 25 - - 10 LH CRV 41.5 1329-5.03-3.01 0 1388 2089 11 TAN 41.7 1345 0 0 34 - - 12 RH CRV 42.0 1608 4.4 2.88 0 1706 2457 13 TAN 42.3 2553 0 0 64 - - 14 RH CRV 42.8 943 4.87 2.05 0 1012 1037 15 TAN 43.0 209 0 0 5 - - 16 LH CRV 43.0 1994-2.11-1.58 0 2098 1657 17 TAN 43.4 3963 0 0 99 - - Lubricator 2 18 RH CRV 44.1 1081 4.26 2.07 0 1181 1222 19 TAN 44.3 22 0 0 1 - - 20 LH CRV 44.3 863-7.14-3.00 0 877 1316 21 TAN 44.5 510 0 0 13 - - 22 RH CRV 44.6 789 3.48 1.81 0 802 726 23 TAN 44.7 13 0 0 0 - - 24 LH CRV 44.7 743-4.56-2.36 0 743 877 13

25 TAN 44.9 5 0 0 0 - - 26 RH CRV 44.9 873 5.69 2.94 0 874 1285 27 TAN 45.1 35 0 0 1 - - 28 LH CRV 45.1 1168-11.07-5.58 0 1169 3262 29 TAN 45.3 3 0 0 0 - - 30 RH CRV 45.3 812 11.18 8.17 0 812 3317 31 TAN 45.4 1 0 0 0 - - 32 LH CRV 45.4 653-8.99-5.35 0 653 1747 33 TAN 45.6 9 0 0 0 - - 34 RH CRV 45.6 1475 3.77 2.60 0 1476 1919 35 TAN 45.8 26 0 0 1 - - 36 LH CRV 45.8 1498-3.13-2.06 0 1595 1643 Lubricator 3 37 TAN 46.1 3855 0 0 96 - - Table 1: Summary of Track Geometry Data for Fictitious Sub 14