Patent Publication Number: US-7895950-B2

Title: Long rail pick-up and delivery system

Description:
RELATED APPLICATIONS 
     This application is a continuation of application Ser. No. 11/209,188 filed Aug. 22, 2005, which claims the benefit of U.S. Provisional Application No. 60/603,200 filed Aug. 20, 2004, each of which is hereby fully incorporated herein by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     A fundamental aspect of operating a safe and efficient rail system involves routine maintenance of the rail line itself. This maintenance can involve upkeep associated with the support structure for the rail line, such as replacing rail ties or ballast upkeep below the rail line. Alternatively, the maintenance can involve maintaining the rails themselves. The rails suffer wear and tear associated with use as well as exposure to harsh environmental conditions, such as heat, rain, snow and ice. Rails having a minimal amount of wear can usually be reground without adversely effecting the functional and safety characteristics of the rail. However, as the rails wear beyond a point in which they can be safely reground or the rails suffer irreparable damage, the worn or damaged rails must be replaced by new rails. 
     In general, the process of replacing worn or damaged rails involves removing the used rails from the railroad ties and placing the rails such that they lie adjacent the railway bed. Once the old rails have been removed, new rails can be placed over and attached to the railroad ties and the ends of the new rails are joined to form an operable rail line. The old rails can be picked up and transported to a mill for repair or recycling. 
     In order to reduce the time for removal of old track and installation of new track, the rails are fabricated in lengths of up to a quarter mile in length. By manufacturing rails of this length, the number of joining operations which must be performed at rail ends is significantly reduced. As the joining process can be one of the most time intensive portions of laying new track, reducing the amount of joining connections leads to a significant cost reduction in the form of reduced labor expenditures. While removing and installing rail of these lengths can result in significant cost savings, the use of such long rail requires the use of specialized equipment capable of handling the increased length and corresponding increased weight of the rails. 
     A variety of rail pick-up systems have been developed to work with long rails. For instance, U.S. Pat. No. 5,520,497 is directed to rail supports for use with rail loading systems, while U.S. Pat. No. 5,630,365 is directed to locking rail supports for use with rail loading trains. In addition, some of the rail pick-up and transport systems known to those skilled in the art include booms or arms to assist the crews in picking up the worn rails. One example of such a boom is described in U.S. Application Publication No. US20030205162A1, which discloses a railway maintenance machine that includes a service vehicle having an articulating boom. Despite the presence of these long rail systems, there continues to be a need for a rail pickup system that further increases efficiency while improving upon operator safety. 
     SUMMARY OF THE INVENTION 
     The long rail pick-up and delivery system of the present invention simultaneously addresses the needs for increased efficiency and safety. The long rail pick-up and delivery system of the current invention can comprise a power car, a rail train, a loading car, a work car, an unloading car, a transition car and a pair of independently operable overhead gantries. In some embodiments, the long rail pick-up and delivery system can further comprise additional gantries, at least one additional power car and/or an integrated rail welding and grinding station. 
     In one aspect of the long rail pick-up and delivery system, the independent gantries provide for completely independent and simultaneous loading and unloading of rails on both sides of the long rail pick-up and delivery system. Each gantry includes its own boom for grasping and manipulating the rail such that it can be either loaded onto or unloaded from the long rail pick-up and delivery system. The gantries are operably mounted on an elevated rail such that each gantry is capable of traversing the length of the rail train. In addition, each gantry includes an enclosed operator station providing the gantry operators with a clear, overhead view of the work area. In some representative embodiments, the gantry can further comprise a rear cab portion that is vertically positionable with respect to the rail train such that an operator can be provided access to various rails clamps and brackets along the rail train as the length of rail is loaded or unloaded from the rail train. 
     In another aspect, the long rail pick-up and delivery system includes independently operated gantries that can include a boom having seven degrees of operational freedom. The boom can be telescopic such that the boom reach is extendable up to a distance of twenty feet from the center of the track and four feet below the tip of the rail. The boom can be mounted to a rotatable turret allowing for up to 360° of operation about the gantry. The boom can be vertically adjustable to provide reaching capabilities regardless of the topography alongside the rail bed. The boom can include an articulating gripping head in which the gripping head can be both rotatably and angularly adjustable with respect to the boom such that the gripping head can be adjustably configured to conform with the resting attitude of the rail. 
     In another aspect, the long rail pick-up and delivery system includes independently operated gantries with sufficient tractive force to allow the gantries to pull a section of long rail onto the rail train without requiring the assistance of the power car. By providing gantries with sufficient tractive force to load the long rails, loading of long rail can be accomplished simultaneously on both sides of the long rail pick-up and delivery system such that the loading process can be accomplished in significantly less time. 
     In another aspect, the long rail pick-up and delivery system can include independently operated gantries operably mounted on elevated gantry rails extending the length of the rail train. The elevated gantry rails can consist of linked and aligned beams with transition members between cars. The beams can be box beams or I-beams. By providing a gripping region on opposed sides of a beam such as, for example, top and bottom sides or left and right sides, the elevated gantry rails can provide for an increase in the tractive effort while simultaneously decreasing the potential for derailment of the gantry. 
     In another aspect, the long rail pick-up and delivery system can include an integral workstation for rail cutting, drilling, and joining/welding. An integral workstation eliminates the requirement that operators be exposed to the dangers associated with manipulating and working upon rails located in a ditch alongside the rail line. Instead, the integral workstation can incorporate the manipulation and working steps on the long rail pick-up and delivery system whereby the dangers associated with working in the ditch alongside the rail line are eliminated. In addition, the ancillary work equipment required to work in the ditch is no longer necessary. 
     In another aspect, the long rail pick-up and delivery system can include rail trains having rail racks to facilitate loading and transport of the long rails. The rail rack having a three post rack design providing for greater holding strength, stability and maintainability than current two post rack designs. The rail rack can include rollers, tie downs and/or hydraulically controlled rail guides. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention may be more completely understood in consideration of the following detailed description of various embodiments of the invention in connection with the accompanying drawings, in which: 
         FIG. 1  is a perspective view of an embodiment of a long rail pick-up and delivery system. 
         FIG. 2  is a perspective view of an embodiment of a power car and work unit for use with the long rail pick-up and delivery system of  FIG. 1 . 
         FIG. 3  is a side view of an embodiment of a rail storage train having nine rail cars for use with the power car and work unit of  FIG. 2 . 
         FIG. 4  is a perspective view of an embodiment of a rail car configured as an end transport car. 
         FIG. 5  is a perspective view of an embodiment of a rail car configured as a rail transport car. 
         FIG. 6  is a perspective view of an embodiment of a rail car configured as a rail clamp car. 
         FIG. 7  is an expanded perspective view of an embodiment of a rack support system for use with rail cars of the present invention. 
         FIG. 8  is an end view of an embodiment of a rack support system for use with the rail clamp car of  FIG. 6 . 
         FIG. 9  is an expanded perspective view of a bulkhead assembly for use with the end transport car of  FIG. 4 . 
         FIG. 10  is a perspective view of an embodiment of a chute car. 
         FIG. 11  is a perspective view of an embodiment of a transition car. 
         FIG. 12  is a perspective view of an embodiment of a work car. 
         FIG. 13  is an expanded perspective view of an embodiment of a roller guide assembly. 
         FIG. 14  is a perspective view of an embodiment of a rail manipulator for use with the chute car of  FIG. 10 . 
         FIG. 15  is a perspective view of a rail capture assembly for use with the rail manipulator of  FIG. 14  in a rail loading configuration. 
         FIG. 16  is a is a perspective view of the rail capture assembly of  FIG. 15  for use with the rail manipulator of  FIG. 14  in a rail capture configuration. 
         FIG. 17  is an expanded perspective view of an embodiment of a plow assembly for use with the chute car of  FIG. 10 . 
         FIG. 18  is a perspective view of an embodiment of a rail positioning box for use with the work car of  FIG. 12 . 
         FIG. 19  is a perspective view of an embodiment of an expansion beam assembly. 
         FIG. 20  is a section view of the expansion beam assembly taken at line  20 - 20  of  FIG. 19 . 
         FIG. 21  is a section view of the expansion beam assembly taken at line  21 - 21  of  FIG. 19 . 
         FIG. 22  is a perspective view of an expansion beam member for use with the expansion beam assembly  FIG. 19 . 
         FIG. 23  is a top view of four expansion beam assemblies of  FIG. 19  interconnected between gantry lanes on adjacent rail cars. 
         FIG. 24  is a side view of one expansion beam assembly of  FIG. 19  interconnected between gantry lanes on adjacent rail cars. 
         FIG. 25  is a side view of an embodiment of an elevated gantry. 
         FIG. 26  is a top view of the elevated gantry of  FIG. 25 . 
         FIG. 27  is a perspective view of the elevated gantry of  FIG. 25 . 
         FIG. 28  is a perspective view of an interior layout of an operator cab within the elevated gantry of  FIG. 25 . 
         FIG. 29  is an expanded, perspective view of a rail loading cab on the elevated gantry of  FIG. 25  in a vertical up position. 
         FIG. 30  is an expanded perspective view of a rail loading cab on the elevated gantry of  FIG. 25  in a vertical down position. 
         FIG. 31  is an expanded perspective view of a drive system on the elevated gantry of  FIG. 25  interfacing with an elevated gantry lane. 
         FIG. 32  is a perspective view of an embodiment of a gantry boom. 
         FIG. 33  is an exploded perspective view of the gantry boom of  FIG. 32 . 
         FIG. 34  is a perspective view of a gripping head for use with the gantry boom of  FIG. 32 . 
         FIG. 35  is an embodiment of a long rail pick-up and delivery system having a dual elevated gantry system. 
         FIG. 36  is an embodiment of a work unit having a pair of work cars with underslung engines and powered bogies. 
     
    
    
     While the invention is amenable to various modifications and alternative forms, specifics thereof have been shown by way of example in the drawings and will be described in detail. It should be understood, however, that the intention is not to limit the invention to the particular embodiments described. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims. 
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     An embodiment of a long rail pick-up and delivery system  100  is illustrated in  FIG. 1 . Long rail pick-up and delivery system  100  generally consists of an integrated power plant  200 , a rail transport train  300 , a work unit  400 , and a gantry system  700 . Long rail pick-up and delivery system  100  can be configured for use with a variety of rail sizes, for example 112-pound to 141-pound rail in lengths up to one-quarter mile. 
     Integrated power plant  200  generally comprises a diesel locomotive  202 , as shown in  FIGS. 1 and 2 . An example of a suitable diesel locomotive  202  can be a turbocharged, modified 6-axle locomotive design with a horsepower rating of 3,000 horsepower. In alternative embodiments, integrated power plant  200  can consist of a plurality of diesel locomotives, for example a first locomotive rated for 3,000 horsepower and a second locomotive rated for 3,000 horsepower for a combined power rating of 6,000 horsepower. Based on rail grade and operating conditions, it will be understood that a variety of combinations of locomotives could be utilized to provide suitable tractive effort to accomplish rail loading and unloading as will be described below. In a preferred embodiment, integrated power plant  200  has sufficient power to allow the long rail pick-up and delivery system  100  to travel at speeds approaching sixty (60) mph. 
     Rail transport train  300 , as depicted in  FIGS. 1 and 3 , comprises a plurality of interconnected rail transport cars  302 . Each rail transport car  302  comprises a platform frame  304  and a pair of wheel trucks  306   a ,  306   b . Depending upon location along the rail transport train  300 , rail transport car  302  can comprise either a coupler or drawbar receiver  310  at each end of the rail transport car. Each rail transport car  302  is approximately sixty feet long between the coupler, drawbar receiver  310  or combinations thereof. Examples of suitable wheel trucks can include AAR (Association of American Railroads) approved 100-ton trucks having anti-friction journal bearings, Class “C” steel car wheels, spring type suspensions and air brakes. 
     Rail transport train  300  can be configured to have any suitable length, generally dependent upon the length of rail being loaded and/or unloaded, by varying the number of interconnected rail transport cars  302 . Regardless of length, rail transport  300  generally comprises an arrangement of rail transport cars  302  configured as either an end transport car  312 , a rail transport car  314  or a rail clamp car  316 . Generally, the rail transport train  300  consists of two end transport cars  312 , one located at each end of the rail transport train  300 , connected with a desired number of center transport cars  314  and a centrally located rail clamp car  316  such that rail transport train  300  has a desired length. In one presently preferred embodiment, rail transport train  300  can comprise an arrangement of nine rail transport cars  302  including two end transport cars  312 , six center transport cars  314  and one rail clamp car  316  as illustrated in  FIG. 3 . 
     Regardless of configuration, each rail transport car  302  generally comprises a pair of rack support systems  318   a ,  318   b  as illustrated in  FIGS. 4 ,  5  and  6 . Rack support systems  318   a ,  318   b  are spaced apart at thirty-foot intervals on each rail car  302 . By spacing rack support systems  318   a ,  318   b  at thirty-foot intervals, a thirty-foot spacing can maintained along the length of rail transport train  300 , for example, between rack supporting systems on adjacent rail transport cars. Through equivalent spacing of the rack support systems  318   a ,  318   b  along the rail transport train  300 , loads can be evenly distributed along the length of rail transport train  300 . To accommodate rack support systems  318   a ,  318   b , the rail platform  304  can include bottom support structures  320   a ,  320   b  positioned below the corresponding rack support system  318   a ,  318   b.    
     As illustrated in  FIGS. 4 ,  5 ,  6  and  7 , each rack support system  318   a ,  318   b  comprises a central support column  322 , a plurality of rail racks  324 , a central receiving column  326  and a pair of exterior receiving columns  328   a ,  328   b . Central support column  322  includes a series of vertically spaced rotation brackets  330  in which the rail racks  324  are individually, pivotally mounted. When pivotally mounted, each rail rack  324  defines a rail loading row  332 . Both the central receiving column  326  and the exterior receiving columns  328   a ,  328   b  include a plurality of locking brackets  334  vertically positioned and spaced apart to correspond to the rotation brackets  330 . Locking brackets  334  each include a receiving member  336  and a guiding member  338  spaced apart to accept a rail rack end  340  of the rail rack  324 . Guiding member  338  includes an angled receiving portion  342  for assisting with proper positioning of the rack end  340  between the receiving member  336  and guiding member  338 . The rail rack  324  can then be fixedly locked within the locking bracket  334  by inserting a locking member  344  through corresponding bores in the receiving member  336 , guiding member  338  and rail rack end  340 . Locking member  344  can comprise a suitable locking device including a nut and bolt assembly or a locking pin assembly. When rail rack  324  is locked to the central receiving column  326 , a rail loading configuration  346  is defined. When rail rack  324  is locked to the exterior receiving columns  328   a ,  328   b , a rail supporting configuration  348  is defined. 
     Rack support systems  318   a ,  318   b  are configurable based on the type of rail transport car  302  such as, for example, end transport car  312 , rail transport car  314  or rail clamp car  316 , the rack support systems  318   a ,  318   b  are mounted upon. For example, each rail rack  324  on an end transport car  312  and a rail transport car  314  can comprise a plurality of roller assemblies  350  as illustrated in  FIG. 7  to facilitate placement of the rail down the length of the rail transport train  300 . Each roller assembly  350  can comprise a ceramic sleeve type bearing for improved life under the loading conditions associated with long rail. With respect to rail clamp car  316 , each rail rack  324  can include a plurality of rail tie downs  352  or clamps as illustrated in  FIG. 8  to hold and fix the position of the rail with respect to the rail transport train  300 . In an alternative embodiment of the invention, each rack support system  318   a ,  318   b  can comprise a single rail rack  324  having rail tie downs  352  while the remaining rail racks  324  have roller assemblies  350 . In this embodiment, the position of the rail racks  324  having rail tie downs  352  are staggered along the series of rail transport cars  302  such that the stress of locking and holding rail with the rail tie downs  352  is spread along the length of the rail transport train  300 . In alternative embodiments, the rail transport cars  302  can have alternative configurations of roller assemblies  350  and rail tie downs  352  based upon factors such as rail length, operating environment and safety requirements. Regardless of configuration, roller assemblies  350  and rail tie downs  352  that are correspondingly aligned and spaced, both vertically and horizontally, on successive rail racks  324  are said to define a loading pocket  354 , which, defines the storage or loading position of a long rail on the rail transport train  300 . For instance, rack support systems  318   a ,  318   b  having ten rail racks  324  wherein each rail rack  324  includes five roller assemblies  350  or, five rail tie downs  352  defines fifty individual loading pockets  354  extending the length of rail transport train  300 . 
     In addition to utilizing rack support systems  318   a ,  318   b , the various rail car configurations can comprise additional features corresponding to their intended use. For example, the end transport cars  312  as illustrated in  FIGS. 4 and 9  can comprise a bulkhead assembly  356  at the ends of the rail transport train  300 . Bulkhead assembly  356  can comprise a plurality of bulkhead doors  358  rotatably mounted to a central bulkhead support  360  such that each bulkhead door  358  is rotatable between a bulkhead loading column  362  and a pair of exterior bulkhead restraining columns  364   a ,  364   b . In an alternative arrangement, the bulkhead doors  358  can be adapted to mount between the central support column  322  and the exterior receiving columns  328   a ,  328   b  of the rack support systems  318   a ,  318   b.    
     As illustrated in  FIG. 6 , rail clamp car  316  can comprise additional support structure so as to accommodate and distribute linear stresses associated with clamping, retaining and transporting long rail. On rail clamp car  316 , each of the rack support systems  318   a ,  318   b  can comprise a rack support structure  366 . Rack support structure  366  can include a pair of exterior column supports  368   a ,  368   b  and a central column support  370 . 
     Regardless of length, rail transport  300  generally comprises an arrangement of rail transport cars  302  configured as either an end transport car  312 , a rail transport car  314  or a rail clamp car  316 . Generally, the rail transport train  300  consists of two end transport cars  312 , one located at each end of the rail transport train  300 , connected with a desired number of center transport cars  314  and a centrally located rail clamp car  316  such that rail transport train  300  has a desired length. In one presently preferred embodiment, rail transport train  300  can comprise an arrangement of nine rail transport cars  302  including two end transport cars  312 , six center transport cars  314  and one rail clamp car  316  as illustrated in  FIG. 3 . 
     As illustrated in  FIGS. 4 ,  5  and  6 , each rail transport car  302  regardless of car configuration such as, for example, end transport car  312 , rail transport car  314  or rail clamp car  316 , comprises a pair of rail car gantry lanes  372   a ,  372   b  supported by the central support column  322  and the exterior receiving columns  328   a ,  328   b . Rail car gantry lanes  372   a ,  372   b  each comprise a central beam  374  and an exterior beam  376 . In some embodiments, central beam  374  can be fabricated such that the rail car gantry lanes  372   a ,  372   b  share a common central beam  374 . 
     Work unit  400  can comprise a three-car system composed of a chute car  402 , a work car  404  and a transition car  406  as illustrated in  FIGS. 1 and 2 . As illustrated in  FIGS. 10 and 11 , chute car  402  and transition car  406  can be fabricated on platform frame  304  and utilize wheel trucks  306   a ,  306  in a similar manner as rail transport car  302 . As illustrated in  FIG. 12 , work car  404  is fabricated to have a work platform  408  and wheel trucks  306   a ,  306   b . At the ends of chute car  402 , work car  404  and transition car  406 , the cars can have either coupler  308  or drawbar receiver  310  for operably interconnecting the cars with each other and other components of the long rail pick-up and delivery system  100  such as, for example the integrated power plant  200  and rail transport train  300 . 
     In general, chute car  402  performs the function of positioning long rail in either a rail loading situation from the rail bed to the rail transport train  300  or in an unloading situation from the rail transport train  300  to the rail bed. Referring to  FIG. 10 , chute car  402  comprises a first chute car end  410  and a second chute car end  412 . Chute car  402  includes a center sill  414  with open chute sections  416   a ,  416   b  on each side of the center sill  414 . Chute car  402  comprises a pair of rail guides  418   a ,  418   b  at first chute car end  410  so as to accommodate loading and unloading of long rail over first chute are end  410 . Open chute sections  416   a ,  416   b  provide an alternative loading and unloading arrangement of long rail between the axles of wheel trucks  306   a ,  306   b . Chute care  402  comprises a pair of chute car support structures  420   a ,  420   b . Each chute car support structure  420   a ,  420   b  comprises a center post  422  and a pair of exterior posts  424   a ,  424   b . Chute care support structures  420   a ,  420   b  support a pair of chute car gantry lanes  426   a ,  426   b . Chute car gantry lanes  426   a ,  426   b  each comprise a central beam  428  and an exterior beam  430 . In some embodiments, central beam  428  can be fabricated such that the chute car gantry lanes  426   a ,  426   b  share a common central beam  428 . Chute car  402  can further comprise a pair of gantry ladders  432   a ,  432   b  and a pair of gantry platforms  434   a ,  434   b  for providing operator access to the chute car gantry lanes  426   a ,  426   b . In addition, chute car  402  can further comprise an access platform  436  pivotally attached to each exterior beam  430 . Access platform  436  can be positioned in a stowed configuration  438  as illustrated in  FIG. 10  or an access configuration wherein the access platform from side access to the chute car gantry lanes  426   a ,  426   b.    
     Chute car  402  generally comprises a number of components to handle and manipulate rail. For instance, chute car  402  can comprise positionable roller guides  440  operably mounted between the center post  422  and exterior posts  424   a ,  424   b  of each of the chute car support structures  420   a ,  420   b  as illustrated in  FIG. 13 . Each positionable roller guide  440  comprises a guide frame  442  and a rail guide  444 . Guide frame  442  attaches to the center post  422  and exterior posts  424   a ,  424   b  with a vertical track assembly  446 . Rail guide  444  operably attaches to the guide frame  442  with a horizontal track assembly  448 . Using a suitable biasing member such as, for example, a hydraulic cylinder  450 , guide frame  442 , and correspondingly rail guide  444  can be positioned at a desired height by biasing the guide frame  442  along the vertical track assembly  446 . Similarly, rail guide  444  can be positioned at a proper horizontal position along the guide frame  442  using a biasing member to move the rail guide  444  along the horizontal track assembly  448 . Proper horizontal and vertical positioning of the positionable roller guide  440  generally corresponds to the loading pocket  354  in which the long rail is being loaded or unloaded. 
     Rail guides  418   a ,  418   b  and rail guide  444  can comprise substantially similar designs in which a pair of vertically oriented roller assemblies  452   a ,  452   b  and a horizontally oriented roller assembly  454  are arranged to define a U-shaped guide opening  456 . The vertically oriented roller assemblies  452   a ,  452   b  and horizontally oriented roller assembly  454  can comprise similar components including a roller frame  458  and a roller  460 . Utilizing the weight of the long rail, vertically oriented roller assemblies  452   a ,  452   b  and horizontally oriented roller assembly  454  cooperatively guide the long rail as the long rail is rolled along the rollers  460  during loading and unloading of long rail from the rail transport train  300 . In some embodiments, rail guides  418   a ,  418   b  and rail guide  444  can further comprise a rotatable horizontal cover assembly that can be rotatably positioned between the top portions of the vertically oriented roller assemblies  452   a ,  452   b  so as to fully enclose and capture long rail within the U-shaped guide opening  456 . 
     Chute car  402  further comprises a rail manipulator  462  operably coupled within each of the open chute sections  416   a ,  416   b . As illustrated in  FIGS. 10 ,  14 ,  15  and  16 , rail manipulator  462   a  comprises a manipulator mounting frame  464 , an extension arm  466 , a positioning arm  468 , a swing arm  470 , a swing arm mounting frame  472  and a rotator box assembly  474 . Both the manipulator mounting frame  464  and swing arm mounting frame  472  are fixedly attached to the center sill  414 . Extension arm  466  is fixedly coupled to the manipulator mounting frame  464  at one end and is pivotally coupled to the positioning arm  468  at the opposed end. Extension arm  466  assures that a pivoting end  476  of the positioning arm  468  remains extended away from the center sill  414 . Swing arm  470  is operably mounted between the swing arm mounting frame  472  and a central portion  478  of the positioning arm  468  located between the pivoting end  476  and the rotator box assembly  474 . Swing arm  470  comprises a linearly adjustable member such as, for example, a hydraulic or pneumatic cylinder, capable of increasing and decreasing the overall length of the swing arm  470  under the direction of a biasing force. Swing arm  470  can attach to the central portion  478  within a channel or track such that increasing and decreasing the length of swing arm  470  results in the positioning arm  468  rotating about pivoting end  476 . 
     Rotator box assembly  474  is fixedly attached to positioning arm  468  at an end opposite of the pivoting end  476 . Rotator box assembly  474  comprises a coupling frame  480  and a rotary guide assembly  482 . Rotary guide assembly  482  comprises a rotatable actuator assembly  484  and a rail capture assembly  486 . Rotatable actuator assembly  484  comprise a rotary actuator  488  and a rotary mounting frame  490 . Rotary actuator  488  can comprise a hydraulic rotary actuator having a rotation range  492  of plus or minus 90° from a baseline configuration  494  shown in  FIG. 14 . Rail capture assembly  486  is fixedly attached to rotary mounting frame  490  such that the rail capture assembly  486  is rotatably positionable along rotation range  492 . 
     As illustrated in  FIGS. 15 and 16 , rail capture assembly  486  comprises a fixed capture frame  496  and a pivoting capture frame  498  operably coupled and joined with a pivot assembly  500 . Fixed capture frame  496  and pivoting capture frame  498  each include a capture roller  502  comprising a central roller portion  504  and end roller portions  506   a ,  506   b . The central roller portion  504  has a roller length between the end roller portions  506   a ,  506   b  slightly exceeding the width of the long rail. Pivot assembly  500  comprises a rotary actuator  510  operably coupled to the pivoting capture frame  498  such that the pivoting capture frame  498  is pivotally positionable between a rail loading configuration  512  and a rail capture configuration  514 . Pivoting capture frame  498  comprises a linear actuator  516  coupled to the capture roller  502  on pivoting capture frame  498 . When rail is captured between the capture rollers  502  in the rail capture configuration  514 , linear actuator  516  can apply pressure to the capture roller  502  on the pivoting capture frame  498  such that movement of the rail within the rail capture assembly  486  is substantially prevented. Fixed capture frame  496  can further comprise a pair of rail brushes  518   a ,  518   b  for sweeping debris such as, for example, rail bed ballast, from the long rail as the process of loading long rail on rail transport train  300  is performed. 
     As illustrated in  FIGS. 10 and 17 , chute car  402  can further comprise an adjustable rail plow  520  mounted to the platform frame  304  within each of the open chute sections  416   a ,  416   b . Each adjustable rail plow  520  comprises a plow assembly  522 , a vertical adjustment assembly  524  and a horizontal adjustment assembly  526 . Plow assembly  522  comprises a plow housing  528 , a plow arm  530  and a plow member  532 . Plow arm  530  generally resides within the plow housing  528  and plow member  532  is fixedly attached to a bottommost end of the plow arm  530 . Plow member  532  comprises a pair of angled plow surfaces  534   a ,  534   b  and a connecting surface  536 . Vertical adjustment assembly  524  can comprise a vertical actuator  538  such as, for example, a hydraulic cylinder actuator, attached to the plow member  532  for selectively positioning the plow member  532  at a desired vertical location through slidable interaction of the plow arm  530  within the plow housing  528 . Horizontal adjustment assembly  526  can comprise a horizontal actuator  540  such as, for example, a hydraulic cylinder or actuator, interconnecting the plow housing  528  and the platform frame  304  such that the plow assembly  522  can be horizontally positioned at a desired distance from the platform frame  304 . 
     As illustrated in  FIG. 12 , work car  404  can comprise an electrical power enclosure  542 , a hydraulic power enclosure  544 , an operator enclosure  546  and a workstation  548 . Work car  404  comprises a pair of work car support structures  550   a ,  550   b  for supporting a pair of work car gantry lanes  552   a ,  552   b . Each work car support structure  550   a ,  550   b  comprises a center post  554  and a pair of exterior posts  556   a ,  556   b . Work car gantry lanes  552   a ,  552   b  each comprise a central beam  558  and an exterior beam  560 . In some embodiments, central beam  558  can be fabricated such the work car gantry lanes  552   a ,  552   b  share a common central beam  558 . 
     Electrical power enclosure  542  can comprise an electrical generator for proving electrical power to various electrical components along the length of the long rail pick-up and delivery system  100 . Hydraulic power enclosure  544  can comprise a hydraulic fluid source or hydraulic pump for supplying pressurized hydraulic fluid to various hydraulic components along the length of the long rail pick-up and delivery system  100 . Operator enclosure  546  can comprise operator seating  562  such that operators can sit within the operator enclosure  546  during transport of the long rail pick-up and delivery system  100  as well as during certain portions of the loading and unloading of long rail from the rail transport train  300 . Workstation  548  can comprise a generally open and accessible space for providing operators with an ability to work on long rail on the work car  404  in a safe and controlled location as opposed to working with long rail on the rail bed where the long rail may be unsecured and residing in unstable orientations. Workstation  548  can comprise suitable hydraulic and electrical supplies such that workstation  548  can be used as a cutting station, a drilling station, a welding station and a bolting station for performing mechanical operations on long rail. 
     At each end of work car  404 , a pair of rail capture assemblies  564   a ,  564   b  are positioned on the work platform  408  so as to captively retain long rail on both ends and on both sides of the work car  404 . Rail capture assemblies  564   a ,  564   b  can be substantially similar to the rail capture assembly  486  mounted on rail manipulators  462   a ,  462   b . The rail capture assemblies  564   a ,  564   b  are positioned off the floor of work platform  408  so as to position long rail with both a first pair of rail positioning boxes  566   a ,  566   b  and a second pair of rail positioning boxes  568   a ,  568   b . The first pair of rail positioning boxes  566   a ,  566   b  and the second pair of rail positioning boxes  568   a ,  568   b  are spaced apart from each other such that corresponding rail positioning boxes are physically located on opposed sides of the work station  548 . 
     Representative rail positioning box  566   a  is further illustrated in  FIG. 18  and comprises a pair of legs  570   a ,  570   b , a horizontal track  572 , a positioning assembly  574  and a positioning actuator assembly  576 . Horizontal track  572  is attached to the legs  570   a ,  570   b  with positioning assembly  574  operably mounted on the horizontal track  572 . Positioning actuator assembly  576  comprises an actuator  578  and a hydraulic cylinder  580 . Hydraulic cylinder  580  is attached at one end to the horizontal track  572  and at the other end to the positioning assembly  574 . Using hydraulic cylinder  580 , positioning assembly  574  can be horizontally located at any position along the horizontal track  572 . Positioning assembly  574  comprises a positioning frame  582 , a pair of wall frames  584   a ,  584   b  and at least one positioning roller  586 . A first clamping assembly  588  and a second clamping assembly  590  are pivotally mounted within the wall frames  584   a ,  584   b . First clamping assembly  588  and second clamping assembly  590  each comprise a pair of opposed, rotatable clamp members  592   a ,  592   b  and a pivot stop  594  to prevent exterior movement of the rotatable clamp members  592   a ,  592   b  outside the footprint of the positioning frame  582 . The rotatable clamp members  592   a ,  592   b  are operably attached to a rotator assembly such that the rotatable clamp members can be rotated inward to a rail positioning area  596  defined between the wall frame  584   a ,  584   b . During loading and unloading of long rail from the rail transport train  300 , long rail is positioned to roll along the at least one positioning roller  586  in the rail positioning area. If an operator desires to perform work on the long rail such as, for example, cutting, drilling station, welding station and/or bolting of the long rail, the rotator assembly can actuate the first clamping assembly  588  and second clamping assembly  590  such that the rotatable clamp members  592   a ,  592   b  rotate inwards and clamp the long rail within the rail positioning area  596 . As the rotatable clamp members  592   a ,  592   b  on the first clamping assembly  588  and second clamping assembly  590  rotate inwardly to clamp in opposed directions relative to the long rail, a camming-style grip prevents movement of the long rail in either direction within the rail positioning area  596  is resisted. When the long rail is captively retained by the first clamping assembly  588  and second clamping assembly  590 , precise positioning of the long rail can be accomplished by moving the positioning assembly  574  along the horizontal track  572 . The first pair of rail positioning boxes  566   a ,  566   b  and second pair of rail positioning boxes  568   a ,  568   b  cooperatively fix the position of the long rail relative to the workstation  548  on the work car  404 . By incorporating the workstation  548  on the work car  404 , safety and productivity is improved by moving the rail operations from track level to the work car  404  where the long rail is firmly clamped and precisely positioned without risking injury to the operators. 
     Transition car  406  performs the function of transitioning the long rail between the work car  404  and the rail transport train  300  during either a loading or unloading operation. As illustrated in  FIG. 11 , transition car  406  comprises a first transition car end  598  and a second transition car end  600 . First transition car end  598  is generally positioned adjacent the work car  404  while the second transition car end  600  is positioned adjacent an end transport car  312  on the rail transport train  300 . Transition car  406  comprises a pair of transition car support structures  602   a ,  602   b . Each transition car support structure  602   a ,  602   b  comprises a center post  604  and a pair of exterior posts  606   a ,  606   b . Transition car support structures  602   a ,  602   b  support a pair of transition car gantry lanes  608   a ,  608   b . Transition car gantry lanes  608   a ,  608   b  each comprise a central beam  610  and an exterior beam  612 . In some embodiments, central beam  610  can be fabricated such that the transition car gantry lanes  608   a ,  608   b  share a common central beam  610 . A pair of fixed rail guides  613   a ,  613   b  are attached to transition car support structure  602   a . Each fixed rail guide  613   a ,  613   b  comprise a guide support member  614  mounted between the center post  604  and the corresponding exterior post  606   a ,  606   b . Attached to the guide support member  614  is a rail guide  616  substantially resembling rail guide  444  in appearance and operation. A pair of adjustable rail guides  618   a ,  618   b  are attached to transition car support structure  602   b . Each adjustable rail guide  618   a ,  618   b  comprise a vertically positionable support member  620  mounted between the center post  604  and the corresponding exterior post  606   a ,  606   b . Attached to the vertically positionable support member  620  is rail guide  616 . A pair of vertical actuator assemblies  622   a ,  622   b  are operably connected between the platform frame  304  and the vertically positionable support members  620 . The positionable support members  620  are operably mounted to vertical tracks  624  attached to the center post  604  and exterior posts  606   a ,  606   b  of the transition car support structure  602   b . Adjustable rail guides  618   a ,  618   b  are operably mounted on a horizontal track  626  on the vertically positionable support members  620 . Through the use of the vertical actuator assemblies  622   a ,  622   b  and a horizontal actuator assembly providing for horizontal placement of the adjustable rail guides  618   a ,  618   b  along the horizontal track  626  of the vertically positionable support members  620 , the adjustable rail guides  618   a ,  618   b  can be vertically and horizontally positioned to correspond with the loading pocket  354  on rail transport train  300  that is being loaded or unloaded. 
     As illustrated in  FIG. 1 , gantry system  700  spans the length of the rail transport train  300  and the work unit  400 . As shown in  FIG. 2 , gantry system  700  comprises a pair of elevated gantries  702   a ,  702   b  operating on a pair of continuous gantry lanes  704   a ,  704   b . The continuous gantry lanes  704   a ,  704   b  are constructed by interconnecting the gantry lanes of adjacent cars with an expansion beam assembly  706  along the entire length of rail transport train  300  and work unit  400 . 
     As illustrated in  FIGS. 19 ,  20 ,  21  and  22 , expansion beam assembly  706  comprises a first expansion beam member  708  and a second expansion beam member  710 . First expansion beam member  708  and second expansion beam member  710  are substantially identical in appearance. First expansion beam member  708  and second expansion beam member  710  each include an expansion slot  712  and slider throughbores  714 . First expansion beam member  708  and second expansion beam member  710  are operably, slidably connected at two locations with a pair of slider assemblies  716 , each slider assembly  716  interconnecting one expansion slot  712  and one slider throughbore  714 . The slider assemblies  716  each comprise a threaded interconnecting slide  718  and a lock nut  720 . When connected with both slider assemblies  716 , first expansion beam member  708  and second expansion beam member  710  are capable of slidable translation while remaining operably connected. Both first expansion beam member  708  and second expansion beam member  710  comprise mounting throughbores  722  such that the expansion beam assembly  706  can be operably interconnected between beams on adjacent cars for interconnecting the various gantry lanes to define the continuous gantry lanes  704   a ,  704   b . For instance, as illustrated in  FIGS. 23 and 24 , four expansion beam assemblies  706  are operably interconnected between the transition car  406  and the end transport car  312 . The four expansion beam assemblies  706  operably interconnect the rail car gantry lanes  372   a ,  372   b  with the transition car gantry lanes  608   a ,  608   b  by interconnection of the central beams  374  with the central beams  610  and the exterior beams  376  with the exterior beams  612 . Central beams  374 , central beams  610 , exterior beams  376  and exterior beams  612  all comprise beam throughbores  724  such that fastening members  726  can be operatively connected through the mounting throughbores  722  and beam throughbores  724 . It is to be understood that this process of installing the expansion beam assembly  706  is repeated between each adjacent car along the length of the rail transport train  300  and work unit  400  such that the various gantry lanes such as, for example, the chute car gantry lanes  426   a ,  426   b , the work car gantry lanes  552   a ,  552   b , transition car gantry lanes  608   a ,  608   b  and rail car gantry lanes  372   a ,  372   b , are operably interconnected to form the continuous gantry lanes  704   a ,  704   b.    
     Elevated gantries  702   a ,  702   b  can comprise substantially identical gantries wherein elevated gantry  702   a  is operable along the length of gantry lane  704   a  and elevated gantry  702   b  is operable along the length of gantry lane  704   b . Elevated gantry  702   a  is illustrated in  FIGS. 25 ,  26  and  27  and generally comprises a gantry body  728  and a gantry boom  730 . Gantry body  728  can comprise an operator cab  732 , an electric system  734 , a hydrostatic system  736 , a diesel engine  738 , a fuel tank  740 , a drive system  742  and a rail loading cab  744 . 
     Operator cab  732  comprises a plurality of operator windows  746  to provide an operator with a clear view of the work being performed by the elevated gantry  702   a . As illustrated in  FIG. 28 , an interior portion of operator cab  732  further comprises a seat  748 , an environmental system  750 , a touch screen control interface  752 , a video display  754 , a pair of boom control panels  756   a ,  756   b  and a gantry throttle pedal  758 . Environmental system  750  can comprise heating and air conditioning equipment suitable to maintain comfortable operating conditions within the operator cab  732 . Touch screen interface  752  can provide system information pertaining to the long rail pick-up and delivery system  100  and allow an operator to communicate information to other system operators such as, for example, operators on work car  404 , within elevated gantry  702   b  and the diesel locomotive  202 . Video display  754  can provide a live video feed from a video camera positioned on rail loading cab  744 . Boom control panels  756   a ,  756   b  include representative control elements for operating the gantry boom  730  such as, for example, joysticks, buttons, lights, and switches. Gantry throttle pedal  758  can communicate with drive system  742  such that elevated gantry  702   b  moves along gantry lane  704   a.    
     As illustrated in  FIGS. 29 and 30 , rail loading cab  744  can comprise a cab body  760  having a cab seat  762 , a rotatable safety gate  764 , cab windows  766  and cab lights  768 . Cab body  760  is operably attached to the gantry body  728  with a vertical cab positioning assembly  770 . Vertical cab positioning assembly  770  can comprise a vertical mounting track  772  and a vertical actuator  774  such as, for example, a vertical hydraulic cylinder. Vertical mounting track  772  is attached to the cab body  760  and the gantry body  728  such that the rail loading cab  744  can be positioned in a vertical down position  776 , as illustrated in  FIG. 30 , and a vertical up position  777  as illustrated in  FIG. 29 . 
     As illustrated in  FIG. 31 , drive system  742  generally comprises a pair of gantry wheel assemblies  778  for operably interfacing with opposing sides of the beams comprising continuous gantry lanes  704   a ,  704   b . Each gantry wheel assembly  778  comprise a pair of top wheels  780   a ,  780   b  and a pair of lower wheels  782   a ,  782   b . Top wheels  780   a ,  780   b  can each comprise a tire made from a friction enhancing polymer such as, for example, polyurethane or other suitable polymers, to enhance the frictional interface between the gantry wheel assemblies  778  and the continuous gantry lanes  704   a ,  704   b . Through the use of top wheels  780   a ,  780   b  and bottom wheels  782   a ,  782   b , the elevated gantries  702   a ,  702   b  are retained on opposed sides of the beams such as, for example, interior beam  610  and exterior beam  612  making up the continuous gantry lanes  704   a ,  704   b  such that derailment of the elevated gantries  702   a ,  702   b  is prevented. 
     Gantry boom  730  is operably mounted to a gantry turret  784  below the gantry body  728 . As illustrated in  FIGS. 32 and 33 , gantry boom  730  generally comprises a turret mounting assembly  786 , a vertical adjustment assembly  788 , a telescoping boom arm assembly  790  and a gripping head assembly  792 . 
     Turret mounting assembly  786  generally comprises a splined turret mount  794 . Splined turret mount  794  can interface with a corresponding splined turret receiver on the gantry body  728 . Through interconnection of the splined turret mount  794  and the splined turret receiver, gantry boom  730  can comprise a rotatable boom swing range  798  of 180° as illustrated in  FIG. 26 . 
     Vertical adjustment assembly  788  comprises a pivoting bracket  800  and a vertical actuator  802  such as, for example, a hydraulic cylinder. Pivoting bracket  800  operably interconnects the telescoping boom arm assembly  790  with the turret mounting assembly  786 . Vertical actuator  802  is operably attached between the gantry body  728  and the telescoping boom arm assembly  790 . When directed, vertical actuator  802  pushes downward or pulls upward on the telescoping boom arm assembly  790  causing the telescoping boom arm assembly to pivot about pivoting bracket  800 . 
     Telescoping boom arm assembly  790  comprises an exterior arm housing  804  and an internal arm member  806 . Internal arm member  806  operably slides inward and outward from the exterior arm housing  804  to increase or decrease the overall length of telescoping boom arm assembly  790 . Internal arm member  806  can partially reside within a track or channel internal to the exterior arm housing  804  such that a linear actuator such as, for example, a hydraulic cylinder can slidably position the internal arm member  806 . Internal arm assembly  806  can comprise a flanged arm connector  808  for attaching the gripping head assembly  792  to the telescoping boom arm assembly  790 . 
     Gripping head assembly  792  can comprise a flanged gripping head connector  810 , a rotary gripping head roll assembly  812 , a linear gripping head pitch assembly  814  and a rotary gripping head yaw assembly  816  and a gripping head  818 . Flanged gripping head connector  810  operably interconnects the gripping head assembly  792  to the flanged arm connector  808  on the telescoping boom arm assembly  790 . Rotary gripping head roll assembly  812  comprises a rotary actuator  820  for controlling position of the gripping head  818  about a roll axis  822  of the telescoping boom arm assembly  790 . Linear gripping head pitch assembly  814  comprises a linear actuator  824  mounted between the flanged gripping head connector  810  and a pivoting gripper bracket  826 . As the linear actuator  824  moves forward and back, pivoting gripper bracket  826  causes the gripping head  818  to move about a pitch axis  828  of the telescoping boom arm assembly  790 . Rotary gripping head yaw assembly  816  comprises a rotary actuator  830  operably mounted between the gripping head  818  and the pivoting gripper bracket  826 . Rotary gripping head yaw assembly  816  controls the positioning of the gripper head  818  about a yaw axis  832  of the telescoping boom arm assembly  790 . 
     As illustrated in  FIG. 34 , gripper head  818  generally comprises a gripper body  834 , a rotary yaw interface  836  and a pivoting pitch interface  838 . Gripper body  834  comprises a gripper channel  840  extending the length of the gripper body  834 . Gripper channel  840  is sized so as to capture and retain long rail. Gripper body  834  further comprises a first clamping assembly  842  and a second clamping assembly  844 . First clamping assembly  842  and second clamping assembly  844  each comprise a pair of rotatable clamp members  846 . First clamping assembly  842  and second clamping assembly  844  can substantially resemble first clamping assembly  588  and second clamping assembly  590  wherein the rotatable clamp members  846  are rotatably positioned to grasp rail with the gripper channel  840 . The rotatable clamp members  846  on the first clamping assembly  842  and second clamping member  844  are arranged to grip in opposed directions such that the long rail is positively retained within the gripper channel  840 . Gantry boom  730  provides an operator with seven degrees of freedom relative to positioning the gripper head  818  for grasping, retaining and pulling long rail along the long rail pick-up and delivery system  100 . The seven degrees of freedom for the gantry boom  730  include rotational freedom provided by the turret mounting assembly  786 , elevational freedom provided by the vertical adjustment assembly  788 , the reaching distance freedom of the telescoping boom arm assembly  790 , the roll freedom provided by the rotary gripping head roll assembly  812 , the pitch freedom provided by the linear gripping head pitch assembly  814 , the yaw freedom provided by the rotary gripping head yaw assembly  816  and the gripping freedom provided by the first clamping assembly  842  and second clamping assembly  844 . Through these seven degrees of freedom, gripper head  818  can be oriented to grip and retain long rail regardless of the rail orientation and even at distances up to 12 feet from the railbed center and up to 4 feet below top of rail. 
     In use, long rail pick-up and delivery system  100  can be used to either deliver new lengths of rail  102   a ,  102   b  to a work site or remove used lengths of rail  102   a ,  102   b  from a work site. As shown in  FIG. 1 , integrated power plant  200  is used to pull and position the rail transport train  300  and the work unit  400  at the work site. In some instances, integrated power plant  200  and work unit  400  can already be located at the work site and a rail operator will deliver the rail transport train  300 , in either a loaded or unloaded configuration, to the work site with a standard locomotive. At that point, rail transport train  300  is operably connected to the work unit  400 . During transport, rail transport train  300  and work units  400 , the various gantry lanes such as, for example, rail car gantry lanes  372   a ,  372   b , chute car gantry lanes  432   a ,  432   b , work car gantry lanes  552   a ,  552   b  and transition car gantry lanes  608   a ,  608   b , are operably connected using a plurality of expansion beam assemblies  706  (a quantity of four expansion beam assemblies between each adjacent car) to form continuous gantry lanes  704   a ,  704   b . As the rail transport train  300  and work unit  400  are transported to the work site, the first expansion beam members  708  and second expansion beam members  710  slidably interact along the expansion slots  712  to accommodate changes in elevation and track curves along the length of the rail transport train  300  and work unit  400 . Alternatively, the plurality of expansion beam assemblies can be installed to form the continuous gantry lanes  704   a ,  704   b  after the integrated power plant  200  has positioned the rail transport train  300  and work unit  400  at the work site. 
     As shown in  FIG. 1 , long rail pick-up and delivery system  100  is positioned on a rail track  900 . Alongside of rail track  900  are long rails  102   a ,  102   b  ready for loading onto the long rail pick-up and delivery system  100 . Long rails  102   a ,  102   b  can have variable lengths, for example three hundred feet to a quarter mile in length. Long rails  102   a ,  102   b  can be staged such that their end points correspond alongside the rail track  900  or long rails  102   a ,  102   b  may be staged such that their end points do not correspond. Based on the rail size, long rails  102   a ,  102   b  can weigh from 112 to 141 pounds per rail yard. 
     For purposes of describing the operation of long rail pick-up and delivery system  100 , operation will be described with reference to elevated gantry  702   a . It is to be understood that elevated gantry  702   b  operates in a similar manner but independently of elevated gantry  702   a . It is to be understood that the processes of loading and unloading long rails  102   a ,  102   b  as described below can be simultaneously and independently performed along both sides of long rail pick-up and delivery system  100  through the use of both elevated gantries  702   a ,  702   b.    
     With reference to loading an empty rail transport train  300  with used long rail  102   a , long rail pick-up and delivery system  100  is generally positioned as shown in  FIG. 1 . Elevated gantry  702   a  traverses the continuous gantry lane  704   a  under the power of diesel engine  738  such that the elevated gantry  702   a  is generally adjacent an end of the long rail  102   a . An operator in the operator cab  732 , manipulates the gantry boom  730  with the boom control panels  756   a ,  756   b  such that the turret mounting assembly  786 , vertical adjustment assembly  788  and telescoping boom arm assembly  790  position the gripping head assembly  792  proximate the long rail  102   a . Regardless of the resting orientation of the long rail  102   a , gripper channel  840  can be positioned over long rail  102   a  through the combination of the rotary gripping head roll assembly  812 , linear gripping head pitch assembly  814  and rotary gripping head yaw assembly  816 . After the long rail  102   a  is positioned within the gripper channel  840 , first clamping assembly  842  and second clamping assembly  844  are actuated to grip and retain the long rail  102   a  within the gripper channel  840 . 
     After elevated gantry  702   a  has grasped the long rail  102   a , the operator orients the long rail  102   a  for loading onto the chute car  402 . Chute car  402  can be loaded over the first chute car end  410  or between the axles through open chute section  416   a . Loading over first chute car end  410  is generally performed when the long rail  102  is residing with the rail bed such as, for example, when the rail line is being abandoned or replaced. When loading over the first chute car end  410 , the elevated gantry  702   a  lifts and sets the long rail  102   a  within the rail guide  418   a  such that the long rail  102   a  can be set upon horizontally oriented roller assembly  454  and between vertically oriented roller assemblies  452   a ,  452   b . The operator can then direct the elevated gantry  702   a  toward chute car support structure  420   b  such that the long rail rolls within rail guide  418   a.    
     Alternatively, long rail  102   a  can be loaded between the axles through open chute section  416   a . Loading long rail through open chute section  416   a  is advantageous when long rail  102   a  lies outside the rail bed or when the long rail  102   a  is in a non-upright orientation such as, for example, laying sideways or at an angle. The operator grasps long rail  102   a  using gantry boom  730  and manipulates the gripping head  818  proximate the open chute section  416   a . Rail manipulator  462  is then utilized to adjust the orientation of the long rail  102   a  to an upright orientation for proper loading along rail transport train  300 . Swing arm  470  pushes upon positioning arm  468  such that the rotator box assembly  474  is proximate the long rail  102 . Rotary actuator  488  rotates the rotator box assembly  474  such that the capture roller  502  on the pivoting capture frame  498  corresponds to a top surface of the long rail while capture roller  502  on the fixed capture frame  496  corresponds to a bottom surface of the long rail. Pivot assembly  500  rotatably opens the pivoting capture frame  498  to the rail loading configuration  512  such that the gantry boom  730  can place long rail  102   a  within the rail capture assembly  486 . Pivot assembly  500  then rotatably closes the pivoting capture frame  498  to the rail capture configuration  514 . Linear actuator  516  directs capture roller  502  on the pivoting capture frame  498  against the top surface of long rail  102   a  such that the long rail  102   a  is retainably captured between both capture rollers  502 . Swing arm  470  retracts directing the positioning arm  468  proximate the center sill  414 . Through the use of rail manipulator  462 , long rail  102   a  can be properly oriented when lying in non-upright orientations without relying solely upon the gantry boom  730 . 
     After the long rail  102   a  has been loaded within either of rail guide  418   a  or rail capture assembly  486 , elevated gantry  702   a  pulls long rail  102   a  and positions the long rail within positionable roller guide  440  in a similar manner as previously described with reference to rail guide  418   a . Positionable roller guide  440  is variably positioned to correspond with the selected loading pocket  354  for long rail  102   a . Through the combination of vertical track assembly  446  and hydraulic cylinder  450 , guide frame is vertically positioned to correspond with the height of the loading pocket  354  while the horizontal track assembly  448  and a horizontal actuator horizontally position the rail guide  444  to correspond with a horizontal location of the loading pocket  354 . Once long rail  102   a  has been loaded into rail guide  444 , elevated gantry  702   a  pulls long rail  102   a  to work car  404  by rolling across the expansion beam assemblies  706  connecting the chute car gantry lane  426   a  with the work car gantry lane  552   a.    
     Elevated gantry  702   a  pulls long rail  102   a  onto the work car  404  wherein the long rail is positioned within rail capture assembly  564   a . Elevated gantry  702   a  continues traversing the work car gantry lane  552   a  such that and sequentially feeds the long rail  102   a  through the first pair of rail positioning boxes  566   a ,  566   b . When elevated gantry  702   a  is pulling rail through the first pair of rail position boxes  566   a ,  566   b , the first clamping assembly  588  and second clamping assembly  590  are in an open position such that the rotatable clamp members  592   a ,  592   b  do not engage the long rail  102   a . After feeding the first pair of rail positioning boxes  566   a ,  566   b , elevated gantry  702   a  positions the long rail  102   a  within the rail capture assembly  564   b . Elevated gantry  702   a  the pulls long rail  102   a  to transition car  406  by rolling across the expansion beam assemblies  706  connecting the work car gantry lane  552   a  and the transition car gantry lane  608   a.    
     In the event that work is to be performed on the long rail  102   a  at workstation  548 , the first clamping assembly  588  and second clamping assembly  590  on the first pair of rail positioning boxes  566   a ,  566   b  engage the long rail  102   a  to fixedly retain the long rail  102   a . As the rotatable clamp members  592   a ,  592   b  of the first clamping assembly  588  and second clamping assembly  590  grip in opposed directions, an opposed camming action is applied to the long rail  102   a  such that the long rail  102   a  cannot move in either direction. Once long rail  102   a  is retainably captured within the first pair of rail positioning boxes  566   a ,  566   b , the gripping head  818  on gantry boom  730  releases the long rail  102   a  wherein the positioning actuator assembly  576  can move the positioning frame  582  along the horizontal track  572  for precise positioning of the long rail  102   a  over the work station  548 . Examples of when the first pair of rail positioning boxes  566   a ,  566   b  are utilized can be when the length of the long rail  102   a  exceeds the length of the loading pocket  354  and a cutting operation must be performed at work station  548  to create two sections of long rail. Another example is when two sections of long rail are joined with a suitable fastening process, to make a single length of long rail corresponding to the length of loading pocket  354 . After the work has been accomplished at workstation  548 , gripping head  818  regrasps the long rail  102   a  and continues with the loading operation. 
     On transition car  406 , the elevated gantry  702   a  traverses the transition car gantry lane  608  so as to load the long rail  102   a  within rail guide  616  and adjustable rail guide  618   a . Adjustable rail guide  618   a  provides for final vertical and horizontal alignment of the long rail  102   a  before loading onto rail transport train  300 . Using vertical track  624  and horizontal track  626 , adjustable rail guide  618   a  is aligned with the desired loading pocket  354 . Once long rail  102   a  has been loaded into adjustable rail guide  618   a , elevated gantry  702   a  pulls long rail  102   a  to the rail transport train  300  by rolling across the expansion beam assemblies  706  connecting the transition car gantry lane  608   a  with the rail car gantry lane  372   a.    
     As the elevated gantry  702   a  pulls the long rail  102   a  onto the rail train  300 , the lowermost rail rack  324  on each rack support system  318   a ,  218   b  is placed in rail supporting configuration  348  with the above rail racks  324  placed in the rail loading configuration  346 . In addition, bulkhead doors  358  on the end transport cars  312  are rotatably attached to the bulkhead loading column  362 . Positioning of the rail racks  324  and bulkhead doors  358  can be accomplished by an operator climbing onto the platform frame  304  or alternatively, by lowering the rail loading cab  744  to vertical down position  776  as the elevated gantry  702  traverses the continuous gantry lane  704   a . An operator in rail loading cab  744  can open the rotatable safety gate  764  and step or reach out of the rail loading cab  744  to access the rail racks  324  and bulkhead doors  358  as well as the rail tie downs  352  on rail clamp car  316 . 
     When loading the rail transport train  300 , the loading pockets  354  on the lowermost rail rack  324  are loaded first. Elevated gantry  702   a  traverses the length of the rail transport train  300  and positions the long rail  102   a  within the desired loading pocket  354  and on either corresponding roller assemblies  350  or rail tie down of the rack support systems  318   a ,  318   b . When elevated gantry  702   a  reaches the end of rail transport train  300 , the long rail  102   a  is clamped into position on the rail clamp car  316  with rail tie down  352 . Clamping the long rail  102   a  in a single location in the middle of rail transport train  300  provides for slack at both ends of the long rail  102   a  while limiting forward and back movement of the long rail  102   a  on the rail transport train  300 . Gantry boom  730  releases the long rail  102   a  such that elevated gantry  702   a  can traverse the length of rail transport train  300  and work unit  400  so as to grab and load the next length of long rail. At the same time, elevated gantry  702   b  can operate on gantry lane  704   b  to pick up and position long rail  102   b  independently of the operation of the elevated gantry  702   a.    
     As the process of loading long rail  102   a  is repeated, eventually each loading pocket  354  on the lowermost rail rack  324  is rotated into the rail supporting configuration  348 . This process is repeated for each rail rack  324  until all of the loading pockets  354  have been loaded from bottommost to topmost rail racks  324 . 
     Dependent upon the length of rail transport train  300 , each rail pocket  354  may have sufficient length to accommodate a series of long rail  102   a  that are joined together on work car  404  to create a continuous long rail string  104  as previously discussed. For example, elevated gantry  702   a  can pick up and load long rail  102   a  as previously described. As elevated gantry  702   a  traverses the rail transport train  300 , a distal end  106   a  of the long rail  102   a  may be loaded prior to a proximal end  106   b  reaching the end of the rail transport train  300 . In this scenario, distal end  106   a  is held and retained within rail positioning box  566   b  on work car  404  as elevated gantry  702   a  releases the long rail  102   a . Elevated gantry  702   a  traverses the length of the rail transport train  300  and work unit  400  whereby a second length of long rail  108  can be accessed and grabbed with the gantry boom  730 . Elevated gantry  702   a  pulls the second length of long rail  108  onto the work unit  400  whereby an end of the long rail  108  is placed in rail positioning box  566   a  on work car  404 . Using rail positioning box  566   a  and rail positioning box  566   b , long rail  108  is positioned proximate distal end  106   a  over the workstation  548 . Long rail  102   a  and second length of long rail  108  can then be joined to form the long rail string  104 . Once long rail  102   a  and second length of long rail  108  are joined, elevated gantry  702   a  pulls the long rail string  104  to continue loading the loading pocket  354 . When proximal end  106   b  approaches the bulkhead assembly  356  at the end of rail transport train  300 , long rail string  104  is fastened and positioned within the rail pocket  337  using the rail tie down  352  on rail clamp car  316 . Depending upon the length of rail transport train  300 , the process of joining segments of long rail to form long rail string  104  may be repeated a plurality of times before long rail string  104  has sufficient length to occupy the rail pocket  337 . 
     Once the rail pockets  54  are fully loaded, rail transport train  300  can be transported to another location whereby the various long rails can be disposed of, recycled and/or repaired. Rail transport train  300  can be transported under the power of the integrated power plant  200  whereby the entire long rail pick-up and delivery system  100  is transported or rail transport train  300  can be transported by a standard freight engine. 
     In an alternative configuration, the long rail pick-up and delivery system  100  can be used to transport new lengths of long rail from a shipping hub or foundry to a work site whereby the new long rail can be unloaded for installation at the work site. As mentioned previously, rail transport train  300  in a loaded configuration can be separately hauled to a work site by a standard train engine or the long rail pick-up and delivery system  100  can transport the rail to the work site. In the event that rail transport train  300  is transported to a work site under power of a standard train engine, the rail transport train  300  is attached to the transition car  406 . In the event that rail transport train  300  has been separately transported to the work site apart from the work unit  400 , expansion beam assemblies  706  are placed between the transition car gantry lanes  608   a ,  608   b  and the rail car gantry lanes  372   a ,  372   b  to form the continuous gantry lanes  704   a ,  704   b.    
     To unload long rail  102   a  from the rail transport train  300 , elevated gantry  702   a  using the gantry boom  730  grasps long rail  102   a  from one of the uppermost rail pockets  354 . Elevated gantry  702   a  traverses the continuous gantry lane  704   a  such that the elevated gantry  702   a  moves from the rail transport train  300 , across the work unit  400  and stops atop the chute car  402 . As the elevated gantry  702   a  traverses the work unit  400 , the long rail  102   a  is positioned in the various rail guides including adjustable rail guide  618   a , rail guide  616 , rail capture assembly  564   b , rail capture assembly  564   a , rail guide  444  and either rail guide  418   a  for over the end unloading or through rail capture assembly  486  for unloading alongside the rail bed. Gantry boom  730  positions the long rail  102   a  onto the ground and the gripper head  818  releases the long rail for end of car unloading, or gantry boom  514  can position long rail  102   a  through the open section  416   a  for between the axle unloading whereby the hydraulic guide  420   a  can be used to assist in placing the long rail  102   a  on the ground. Once the end of long rail  102   a  is on the ground, either via end of car unloading or between the axle unloading, the diesel locomotive  202  directs the long rail pick-up and delivery system  100  in a reverse direction such that rail transport train  300  and work unit  400  are backed out from under the long rail  102   a  such that the long rail  102   a  resides on the ground. This process is repeated for each long rail stored on the rail transport trail  300  until each loading pocket  354  is unloaded. As the long rail is being unloaded, plow member  532  can be directed against the surface of the rail bed using vertical actuator  538  and horizontal actuator  540  so as to plow a flaw landing area for placement of the long rail  102   a . While the unloading process has been described with respect to elevated gantry  702   a , it is to be understood that elevated gantry  702   b  is capable of simultaneously and independently offloading long rail  102   b  from the rail transport train  300 . Once the rail pockets  354  are unloaded, rail transport train  300  can be taken away to load additional long rails. 
     An alternative embodiment of a long rail pick-up and delivery system  900  is illustrated in  FIG. 35 . Long rail pick-up and delivery system  900  resembles long rail pick-up and delivery system  100  as both systems include integrated power plant  200 , rail transport train  300  and work unit  400 . However, long rail pick-up and delivery system  900  differs from long rail pick-up and delivery system  100  with the inclusion of a duplicate gantry system  902 . As shown in  FIG. 9 , duplicate gantry system  902  comprises a pair of front gantries  904   a ,  904   b  and a pair of rear gantries  906   a ,  906   b  operating along gantry lanes  704   a ,  704   b . Front gantries  904   a ,  904   b  and rear gantries  906   a ,  906   b  are substantially similar to elevated gantries  702   a ,  702   b.    
     With respect to operation of the long rail pick-up and delivery system  900 , description is made with reference to front gantry  904   a  and rear gantry  906   a  though it will be understood that front gantry  904   b  and rear gantry  906   b  operate similarly along gantry lane  704   b . In general, loading and unloading of long rail  102   a  is generally performed in a similar matter as previously described with respect to long rail pick-up and delivery system  100 . For example, in loading long rail  102 , an operator of front gantry  904   a  present in the operator cab  732  manipulates the gantry boom  730  and gripping head  818  to grasp and hold the long rail  102   a . Using gantry boom  730 , the front gantry  904   a  pulls the long rail  102   a  through the work unit  400  as previously described and positions the long rail  102   a  in the desired rail pocket  354 . Once positioned in the rail pocket  354 , rear gantry  906   a  can grasp the long rail  102   a  and beings pulling the long rail  102   a  down the length of rail transport train  300 . At the same time, front gantry  904   a  proceeds in an opposite direction toward the chute car  402  in preparation for grabbing and loading the next length of long rail. In the instance where long rail  102   a  is shorter than the rail transport train  300 , rear gantry  906   a  can pull the long rail  102   a  such that one end is at rail positioning box  566   b  on the work car  404  while the front gantry  904   a  grabs and positions an end of the next long rail length at rail positioning box  566   a  such that long rail string  104  can be formed by joining the long rails at workstation  548 . With the use of front gantry  904   a  and rear gantry  906   a , operation efficiency can be achieved by providing bi-direction functionality for the duplicate gantry system  902 . Similarly to the described loading operation, duplicate gantry system  902  can be employed to unload long rail  102   a.    
     In an alternative configuration, a work unit  1000 , as shown in  FIG. 36 , can be used so as to eliminate the necessity of integrated power plant  200  and to provide bi-directional function. Work unit  1000  comprises a first chute car  1002  and a second chute car  1004  at opposite ends of the work unit  1000 . First chute car  1002  and second chute car  1004  substantially resemble chute car  402  and both are capable of providing the function of transition car  406 . Work unit  1000  further comprises a first work car  1006  and a second work car  1008 . First work car  1006  and second work car  1008  each include an underslung engine  1010  and a powered bogie  1012 . In addition, first work car  1006  and second work car  1008  each include the fist pair of rail positioning systems  566   a ,  566   b  and second pair of rail positioning system  568   a ,  568   b  as previously described with respect to work car  404 . The first pair of rail positioning systems  566   a ,  566   b  and second pair of rail positioning systems  568   a ,  568   b  fixes the position of the rail relative to workstation  548  on the first work car  1006  and second work car  1008 . Through the inclusion of underslung engine  1010  on both the first work car  1006  and second work car  1008 , the traction previously supplied by powered car  200  is no longer required. In one embodiment, the operation of first work car  1006  and second work car  1008  is controlled remotely, for example from an operator in overhead gantry  702   a  or by an operator alongside the railbed. 
     Although various embodiments of the present invention have been disclosed here for purposes of illustration, it should be understood that a variety of changes, modifications and substitutions may be incorporated without departing from either the spirit or scope of the present invention.