Patent Publication Number: US-9404225-B2

Title: Rail drilling station for a rail loading and unloading machine

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to U.S. Provisional Patent Application No. 61/761,494 filed Feb. 6, 2013, the disclosure of which is hereby incorporated herein, in its entirety, by reference. 
    
    
     BACKGROUND 
     Modern railroad tracks are constructed using long sections of ribbon rail. The sections are often found in lengths up to about 1600 feet but can range up to 2000 feet or longer. Shorter sections of lengths as little as 300-320 feet are also available. These sections of ribbon rail are formed by butt-welding multiple sticks of rail, which traditionally come from a steel mill in thirty-nine foot or seventy-eight foot lengths. The welding of the ribbon rails is done at a welding plant and the welded ribbon rails are transported to their installation site on a specially constructed rail train. When existing track is being replaced, ribbon rails may be unloaded from the rail train using a rail unloading machine, such as the Rail unloading machines disclosed in U.S. Pat. Nos. 6,981,452 and 7,707,943, both to Herzog et al. The rail-unloading machine pulls one or two rails off of the rail train as the rail train moves down the existing track and lays it alongside the existing rails. 
     Prior art rail trains traditionally comprise of a plurality of sixty-foot-long flatcars connected together by standard railroad couplers. Each car includes a pair of transverse stands for supporting the ribbon rail. The stands of each car are spaced 30 feet apart and 15 feet from the respective coupler such that the stands are spaced 30 feet apart along the length of the rail train. The stands each include multiple tiers (typically five or six tiers) which each support a plurality of rails, for example, eight to twelve rails per tier. The stands must each be strong enough both to support the weight of the rails and to resist side loads created by flexing of the ribbon rails as the rail train traverses curves in the track. Thirty-foot spacing for the stands is believed to be optimal for supporting the rails without excessive sagging. 
     The rails are loaded or threaded onto the rail train and across the shelves of the racks by a powered drive system. Considerable effort is required to carefully thread each rail into a desired pocket on each shelf. Loading the first rail on each shelf is the most difficult as it is difficult to thread the rail through the desired outer pocket of each rail support shelf, particularly when the rail train is setting on a curved section of track as the end of the rail wants to move in a straight line and the leading end tends to sag. 
     At least one car in each rail train is a tie-down car including a specialized stand that includes means for fixing the rails to the racks to prevent longitudinal movement of the rails relative to the tie-down car. The fixing means generally includes a plurality of clamping blocks that are bolted to the stand on opposite sides of each rail so as to bear against the foot or base flange of the rail and clamp it against the stand. Typically each clamping block is held down by three or four large bolts which must be installed or removed using an impact wrench or the like. All the other racks in the train allow for relative longitudinal movement of the rails and may include rollers that support the rails. This relative movement between the racks and the rails is required in order to allow the rails to flex without stretching or compressing as the train traverses curves in the track, as well as to allow for coupler slack that exists in each of the couplers between cars. 
     Each coupler has up to approximately six inches of slack. Coupler slack necessitates that the tie-down car be positioned near the center of the rail train so as to evenly divide the rails and to thereby insure that neither the forward end nor the rearward end of the rail can move a sufficient distance relative to the nearest adjacent rack that the end will fall off of the rack. 
     At the rearward end of the rail train is an end car from which the rails are unloaded. A rail-unloading machine is typically coupled to the end car and pulls the rails from the end car. The end car includes one or more stands and may include a barrier door rearward of the stand that swings inwardly across the car and acts as a stop to prevent the rails from sliding rearward off the rail train should one or more rails come loose from the tie-down car. The end car may also include a ramp which is pivotally mounted to the deck of the end car rearward of the swing door. The ramp includes a roller on its distal end. The distal end of the ramp can be raised or lowered relative to the deck of the end car and is used to guide the rails upwardly or downwardly as they are being unloaded. 
     Pickup of used rail follows a similar process. Typically a crane is provided to lift an end of a used ribbon rail and to aid in insertion of the end into a drive mechanism for pulling the rail off of the ground and driving it into a desired pocket in the stands on the a rail train. The used ribbon rails often must be cut to length to fit on the rail train or extended by coupling to a second piece of ribbon rail to fully fill the pocket of the rail train. 
     Cutting of the ribbon rail by known methods has several drawbacks. Cutting torches are often employed to cut the rail. This presents a potential for igniting fires in the surroundings from contact with the torch flame, dripping slag or molten metal, or with the very hot ends of the rail after cutting, as well as other dangers associated with operation of cutting torches. 
     Additionally, to cut the ribbon rail by known methods, workers are required to stand near the ribbon rail to operate the cutting torch, saw or other cutting apparatus. This places the worker in danger of being struck by loose ends of the ribbon rail upon completion of the cut because the rail may be under stress, e.g. bending stress that is released when the cut is completed. Further, current rail-pickup machines only provide a single drive apparatus for moving the ribbon rail. As such, after cutting, only one of the two pieces is moveable by the drive apparatus. To move the free piece of ribbon rail a crane is typically provided or the two ends can be rejoined by bolting together until the free piece is moved to a desired position and then the pieces are unbolted. 
     Extending of the sections of ribbon rail by known methods also has several drawbacks. As described above, current machines only provide a single drive apparatus. Thus, positioning the ends of two sections of ribbon rail together for joining can be difficult and may require workers to manually push or pull the rails by hand or with crowbars. 
     To join the two sections together a hole is drilled through the web of each of the sections near their abutting ends. A plate that includes similarly positioned holes therethrough is placed on one or both sides of the web and bolts are inserted therethrough. Workers thus must manually drill the holes in the sections of ribbon rail and install the coupling plate and bolts. Misalignment of the holes can result in play or slop in the joint or might require new holes to be drilled to achieve proper fit. And the worker is subject to the dangers of occupying the area near the ribbon rail, such as during movement of the rails to bring them into alignment for joining or resulting from abrupt movements that occur because of other movements of the rail train, workers, and equipment. 
     Improvements in the functionality and safety of rail loading and unloading machines are needed. It would be advantageous to provide a rail loading and unloading machine with dual drive apparatus positioned on opposite sides of a cutting station for moving opposite sections of a cut ribbon rail. It would also be advantageous to provide cutting and drilling stations that are operable by a worker from a safe vantage point. Additionally, it would be advantageous to provide a drilling station that prepares ribbon rail ends for coupling by simultaneously drilling at least a pair of holes through the web of the rail at designated locations. Further benefit would be realized in a rail loading and unloading machine configured to load or unload ribbon rails on either side of the machine and to simultaneously load, unload, or both load and unload ribbon rails on both sides of the machine. 
     SUMMARY 
     Embodiments of the invention are defined by the claims below, not this summary. A high-level overview of various aspects of the invention are provided here for that reason, to provide an overview of the disclosure, and to introduce a selection of concepts that are further described in the Detailed-Description section below. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used in isolation to determine the scope of the claimed subject matter. In brief and at a high level, this disclosure describes, among other things, a rail loading and unloading machine for loading ribbon rail from a ground surface onto a rail train and vice-versa. 
     The rail loading and unloading machine includes a cab car, a pick-up car, a cross-over car, and a processing car that can be coupled to a rail transport train. The cab car includes a power unit that provides hydraulic, pneumatic and/or electric power to the remainder of the rail loading and unloading machine. 
     The pick-up car has a longitudinally moveable rail lifting and manipulating apparatus, such as an excavator or crane configured to manipulate ribbon rail from the ground into a first guide box mounted on the pick-up car and into a primary drive unit mounted on the cross-over car. The rail lifting and manipulating apparatus can also aid in placing ribbon rail onto the ground surface during unloading operations. The rail lifting and manipulating apparatus is mounted on a transit rail which includes features along at least one face that are engaged by toothed drive wheels of the rail lifting and manipulating apparatus to provide positive fraction between the rail lifting and manipulating apparatus drive wheels and the transit rail. The rail lifting and manipulating apparatus can thus apply large pulling forces on the ribbon rails. 
     The first guide box mounted on the pick-up car comprises pairs of rollers mounted to pivot about multiple axes. The rollers are mounted on a pair of arms that open transversely to the ribbon rail to pivot the rollers outwardly and to allow the ribbon rail to be placed therebetween and on a base roller. The arms close to position the rollers over a top flange or head of the ribbon rail and generally abutting at their ends; when abutted at their ends, the two rollers essentially form a single roller that encloses the ribbon rail within the first guide box. The rollers are also mounted to pivot about a transverse axis to enable the rollers to move upward or in a direction away from the base roller. As such, obstructions like joining plates between sections of ribbon rail or other debris on the sides or bottom of the ribbon rails can pass through the first guide box by temporarily displacing the rollers. 
     The pick-up car is also provided with suspension stabilizing jacks that are selectively extended between the body of the pick-up car and the trucks or wheel assemblies on which the body rides. The stabilizing jacks eliminate movement between the body and the trucks that is allowed by suspension components associated with the truck to stabilize the pick-up car during operation of the rail lifting and manipulating apparatus. Stabilizing jacks might also be provided on one or more of the cab car, crossover car, and processing car to provide stabilization thereof during loading and unloading operations. 
     The cross-over car includes a primary drive unit useable to drive the ribbon rail along the machine. The primary drive unit is configured with two pairs of drive roller units that can be independently separated to enable ribbon rail that has upset welds or other debris thereon to pass between the rollers. Because each pair of drive roller units is separable independent of the other, one pair can be separated to allow the debris on the rail to pass through while the second pair drives the rail through the primary drive unit. 
     The primary drive unit is further configured to rotate side-to-side, pivot vertically, and move horizontally transverse to the crossover car to aid directing of the ribbon rail. A cross-over guide assembly is also provided to direct the ribbon rail toward a desired side of the machine or along a desired processing path. 
     A cutting station, drilling station, second guide box, secondary drive unit, and second crane are disposed on the processing car. These apparatus are remotely operable by a worker using controls disposed in an elevated operator&#39;s booth or from a secondary station. The secondary drive unit is located opposite the cutting station from the primary drive unit to enable movement of two separate sections of ribbon rail on opposite sides of the cutting station simultaneously. The secondary drive unit is also configured with independently separable pairs of rollers that enable passage of debris on the ribbon rail through the secondary drive unit, and the secondary drive unit can rotate side-to-side, pivot vertically, and move both horizontally and vertically to direct the ribbon rail. 
     The drill station is disposed on a retractable table that is normally concealed beneath the deck of the processing car. Upon actuation, the drill station is configured to raise, engage and clamp the ends of ribbon rail sections, drill at least two holes simultaneously, and retract automatically. A worker can then install joining plates and bolts using the drilled holes while standing on a cover panel disposed over the retracted drilling station. 
     The rail loading and unloading machine is provided with redundant components disposed on opposite sides of the cars to enable loading and unloading from either side. The loading and unloading operations can be completed one at a time or simultaneously. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       Illustrative embodiments of the invention are described in detail below with reference to the attached drawing figures, and wherein: 
         FIG. 1  is a perspective view of a rail loading and unloading machine showing a fragment of an end car of a rail transport train coupled thereto in accordance with an embodiment of the invention; 
         FIG. 2A  is a side elevational view of a cab car of the rail loading and unloading machine of  FIG. 1 ; 
         FIG. 2B  is a top plan view of the cab car of  FIG. 2A ; 
         FIG. 3A  is perspective view of a pick-up car of the rail loading and unloading machine of  FIG. 1 ; 
         FIG. 3B  is a side elevational view of the pick-up car of  FIG. 3A ; 
         FIG. 3C  is a top plan view of the pick-up car of  FIG. 3A ; 
         FIG. 3D  is a cross-sectional view of the pick-up car taken along line  3 D- 3 D in  FIG. 3C ; 
         FIG. 3E  is a cross-sectional view of the pick-up car taken generally along line  3 E- 3 E in  FIG. 3C ; 
         FIG. 4A  is an end elevational view of a guide box depicted in accordance with an embodiment of the invention; 
         FIG. 4B  is a side elevational view of the guide box of  FIG. 4A ; 
         FIG. 4C  is a top plan view of the guide box of  FIG. 4A ; 
         FIG. 4D  is an end elevational view of the guide box of  FIG. 4A  depicted in an open position; 
         FIG. 4E  is a side elevational view of the guide box of  FIG. 4A  depicting roller assemblies pivoted upwardly to enable passage of obstructions through the guide box in accordance with an embodiment of the invention; 
         FIG. 5A  is a perspective view of a crossover car depicted in accordance with an embodiment of the invention; 
         FIG. 5B  is a side elevational view of the crossover car of  FIG. 5A ; 
         FIG. 5C  is a top plan view of the crossover car of  FIG. 5A ; 
         FIG. 5D  is a rear end elevational view of the crossover car of  FIG. 5A ; 
         FIG. 5E  is a bottom partial plan view of drive units mounted on the crossover car of  FIG. 5A ; 
         FIG. 5F  is a partial exploded view of a drive unit of the crossover car of  FIG. 5A ; 
         FIG. 5G  is a side elevational view of the drive unit of  FIG. 5F  depicting an upper housing pivoted vertically upward away from a lower housing of the drive unit to allow a rail with debris thereon to pass through the drive unit in accordance with an embodiment of the invention; 
         FIG. 5H  is an enlarged perspective view of a crossover guide assembly of the crossover car of  FIG. 5A ; 
         FIG. 6A  is a perspective view of a processing car depicted in accordance with an embodiment of the invention; 
         FIG. 6B  is a side elevational view of the processing car of  FIG. 6A ; 
         FIG. 6C  is a top plan view of the processing car of  FIG. 6A ; 
         FIG. 6D  is a partial exploded view of a mounting assembly for a guide box on the processing car of  FIG. 6A ; 
         FIG. 6E  is an enlarged partial perspective view of a cutting station of the processing car of  FIG. 6A ; 
         FIG. 6F  is an enlarged partial perspective view of the processing car of  FIG. 6A  depicting a drill station in a raised position in accordance with an embodiment of the invention; 
         FIG. 6G  is a partial exploded view of a mounting assembly for a secondary drive unit of the processing car of  FIG. 6A ; 
         FIG. 7A  is a top perspective view of a drill station depicted in accordance with an embodiment of the invention; 
         FIG. 7B  is an inboard side elevational view of the drill station of  FIG. 7A ; 
         FIG. 7C  is a top plan view of the drill station of  FIG. 7A ; 
         FIG. 7D  is an end elevational view of the drill station of  FIG. 7A ; 
         FIG. 7E  is a bottom perspective view of the drill station of  FIG. 7A ; 
         FIG. 8  is a diagrammatic cross-sectional view of a ribbon rail depicting joint bars coupled to the web thereof and passing through a guide box in accordance with an embodiment of the invention; 
         FIG. 9  is a diagrammatic cross-sectional view of a ribbon rail depicting upset weld debris attached to a lower surface of a bottom flange or foot thereof and passing through a guide box in accordance with an embodiment of the invention; 
         FIG. 10  is a perspective view of a ribbon rail with a rail anchor coupled to the foot thereof; 
         FIG. 11A  is an enlarged partially exploded perspective view of an anchor removing apparatus mounted on the pick-up car of  FIG. 3A ; and 
         FIG. 11B  is an exploded view of the anchor removing apparatus of  FIG. 11A . 
     
    
    
     DETAILED DESCRIPTION 
     The subject matter of select embodiments of the invention is described with specificity herein to meet statutory requirements. But the description itself is not intended to necessarily limit the scope of claims. Rather, the claimed subject matter might be embodied in other ways to include different components, steps, or combinations thereof similar to the ones described in this document, in conjunction with other present or future technologies. Terms should not be interpreted as implying any particular order among or between various steps herein disclosed unless and except when the order of individual steps is explicitly described. 
     With reference now to the drawings, a rail loading and unloading machine  10  (also interchangeably referred to herein as the machine  10 ) is described in accordance with embodiments of the invention. For clarity, this description is divided into subsections directed to a cab car  100 , a pick-up car  200 , a crossover car  300 , a processing car  400 , and operation of the rail loading and unloading machine  10 . Reference numerals are also broken into hundreds series corresponding to the car  100 ,  200 ,  300 ,  400  with respect to which the particular components are described. Such is intended to provide clarity to this description of embodiments of the invention and not to be limiting. For example, components provided with a 100-series reference numeral and described with respect to the cab car  100  might be disposed on the pick-up car  200  or another car or, one or more of the cars  100 ,  200 ,  300 ,  400  might be combined or further subdivided without departing from the scope of embodiments described herein. 
     Certain terminology is used in the description herein for convenience only and is not to be limiting. Terms like front, rear, forward, and rearward are used herein to describe embodiments of the invention with the cab car  100  being positioned at and defining the front or forward end of the machine  10  and the processing car  400  being positioned at and defining the rearward end of the machine  10 . Forward and rearward directions are defined accordingly. It is to be understood that this convention is the reverse of the convention used for rail trains which are pulled by a locomotive positioned at the front of the rail train and have an end car configured for loading or unloading of rail located at their rearward end. The “rear” of the machine  10 , i.e. the rear of the processing car  400 , may thus be connected to the “rear” or end car of the rail train and the machine  10  may be pulled in a “rearward” direction by the locomotive. Direction of travel of the machine  10  varies and is primarily determined by the operating condition of the machine, such as whether rail is being loaded onto a rail train, unloaded off of a rail train, or whether the machine is in transit. Terms like up, down, vertical, and horizontal are used with respect to the horizon and common understandings of the terms. 
     As depicted in  FIG. 1 , the rail loading and unloading machine  10  comprises a cab car  100 , a pick-up car  200 , a crossover car  300 , and a processing car  400 . The machine  10  might also include or be coupled to a rail transport train  12 , such as the rail transport trains of the prior art described previously or may be used in conjunction with an embodiment of the rail train described in U.S. Pat. No. 8,181,577 entitled “Rail Train” and assigned to Herzog Contracting Corp. of St. Joseph, Mo. The rail transport train  12  includes a plurality of rail support cars  14  that each includes one or more transversely oriented stands  16 . The stands  16  provide a plurality of horizontal shelves  18  divided into a plurality of pockets configured to receive a ribbon rail  22 . Ribbon rail  22  is well known in the prior art and includes a somewhat rounded head  46  formed at its upper end and a substantially planar foot  50  formed at its lower end. The head  46  and foot  50  are spaced apart by a generally vertical web  48 . As known in the art, the stands  16  of traditional rail trains are typically spaced about fifteen feet from each end of a sixty-foot-long rail car  14  and thus about thirty feet apart. Alternatively, the rail train  12  may be made up of thirty foot cars  14  with a single stand  16  each, which configuration also provides the standard thirty foot spacing between stands  16 . An end car  24  positioned at the rearward end of the rail train  12  may be coupled to the processing car  400  by known coupling means or draw bars, and may include an additional loading/unloading stand disposed at a front end thereof to aid feeding of the ribbon rails  22  onto the rail transport train  12 . The end car  24  and/or loading/unloading stand  26  can include additional components or features that aid workers in inserting or withdrawing ribbon rails  22  from the rail transport train  12 . Further detail of the rail transport train  12  is not essential to the description or understanding of the rail loading and unloading machine  10  of embodiments of the invention and is not further described here. 
     The cars  100 ,  200 ,  300 ,  400  of embodiments of the invention are each constructed on a similar car body  28  or spine weldment assembly. The bodies  28  of each of the cars  100 ,  200 ,  300 ,  400  are referred to generally herein as the body  28 . Such is not intended to indicate that all of the bodies  28  are identical, rather, each of the bodies  28  is similar but is specifically configured for components disposed on the respective cars  100 ,  200 ,  300 ,  400 . The bodies  28  generally comprise a manufactured center beam extending between a pair of wheel assemblies or trucks  30 . The bodies  28  may have one or more lateral supports extending from one or both sides of the center beam to support structures disposed on top of the body  28 . In another embodiment (not shown), a flat-car-type body or other configuration might be employed. The bodies  28  may also include various features to enable routing of hydraulic and/or electrical lines from one car  100 ,  200 ,  300 ,  400  to the next and between components mounted on a single car  100 ,  200 ,  300 ,  400 . Such lines can be routed through the body  28  and along surfaces thereof, among other placements. 
     The bodies  28  are provided with a shared-truck configuration in which a single truck  30  is shared between adjacent cars  100 ,  200 ,  300 ,  400 . As such, the cab car  100  includes a dedicated truck  31  at the front end that only supports the cab car  100  and shares a truck  30  with the pick-up car  200 , the pick-up car  200  and the crossover car  300  have shared trucks  30  at each end thereof, and the processing car  400  includes a shared truck  30  on its front end and a dedicated truck  31  at its rear end. The cars  100 ,  200 ,  300 ,  400  are thus coupled together via the shared trucks  30 . The cars  100 ,  200 ,  300 ,  400  might alternatively be configured without shared trucks  30 , e.g. with two dedicated trucks  31  each, and be coupled by a standard coupler or draw bar. The front end of the cab car  100  and the rear end of the processing car  400  can include standard couplers or draw bars for coupling to other rail cars and/or the rail transport train  12 . 
     Adjacent ends of the bodies  28  of the cars  100 ,  200 ,  300 ,  400  are configured to rotatably couple together and to the shared trucks  30  using a clevis-and-tang-style arrangement. For example, as depicted in  FIGS. 2A-B , the cab car  100  includes a clevis  32  at its rear end and, as depicted in  FIGS. 3A and 3C , the pick-up car  200  includes a tang  34  at its front end. The tang  34  is inserted between the arms of the clevis  32  and a rod  36 , clevis pin, or other component is inserted through aligned apertures in the clevis  32  and tang  34 . The rod  36  is affixed to and extends vertically upward from a cross member  38  of a frame  38  of the truck  30  or the rod  36  might insert through an aperture in the frame  38 . The coupling enables the cab car  100  and the pick-up car  200  to pivot with respect to one another about the rod  26  and allows the truck  30  to rotate about the rod  36 . Other methods of coupling the cars  100 ,  200 ,  300 ,  400  to a shared truck  30  can be used in embodiments of the invention. 
     The trucks  30  also include a pair of axle assemblies  42  and a suspension system  44  as known in the art. The suspension system  44  includes a plurality of components, such as coil springs or leaf springs that enable the cross member  38  and thus the body  28  coupled thereto to at least partially pivot or lean away from a vertical alignment with the trucks  30  and to at least partially absorb vibrations and bumps resulting from loads applied to the body  28  and/or to the trucks  30 . 
     A variety of components are coupled to or mounted on the cars  200 ,  300 ,  400  for loading and unloading the ribbon rails  22  from the rail transport train  14  as described in greater detail below. Some of these components are mounted in pairs with one component on each side, e.g. left or right side of the respective car  200 ,  300 ,  400 . In one embodiment, the components that are mounted on one side are all painted a first color and the components mounted on the opposite side are painted a second color, e.g. components on the right side of the cars are painted blue and components on the left side are painted red. Control systems, including stations, buttons, monitors, levers, and etc. for these components can also be similarly color-coded. This color-coding increases safety for workers operating the components because there is a reduced likelihood that the wrong component or control system therefor would be activated which could result in injury to the workers or damage to the machine  10 . The color-coding also makes communications regarding the components easier and more definite because the color-coding is easy to understand. For example, a worker that is instructed to operate “the blue drive box” knows exactly what component he or she is supposed to operate. In contrast, a worker instructed to operate “the drive box on the right” may be unsure whether “right” is in reference to the speaker, the worker, or the machine  10 . 
     Cab Car 
     Referring to  FIGS. 2A and 2B , the cab car  100  provides hydraulic and/or electrical power to the machine  10 . The cab car  100  includes an enclosure  102  mounted atop the car body  28 . A forward cab  104  and a rear cab  106  are included at opposite ends of the enclosure  102 . The forward and rear cabs  104 ,  106  provide stations at which workers can control operations of the cab car  100  and other components of the machine  10 . Two stations  108  are provided side-by-side in each of the cabs  104 ,  106  to enable operation of the cab car  100  and/or other components of the machine  10  from either the right or left side of the cab car  100 . The stations  108  can include redundant controls for operation of various functions of the machine  10  or the controls might be side specific, e.g. the controls are configured to control apparatus mounted on the same side of the machine  10  as the respective station  108 . Further, the controls can be configured to operate apparatus on one or more of the cars  100 ,  200 ,  300 ,  400  as described more fully below. 
     A variety of components are housed by the enclosure  102  between the cabs  104 ,  106 . For example, one or more electric, diesel, or gas engines and generators can be disposed in the enclosure  102  for providing electrical power to the cab car  100  and to the remainder of the cars  200 ,  300 ,  400  and any cars coupled thereto like, for example, the rail transport train  12 . Hydraulic pumps and fluid reservoirs might also be disposed in the enclosure  102  for operation of hydraulic apparatus on the cab car  100  or the cars  200 ,  300 , and  400 . 
     A walkway  110  is provided outside each of the cabs  104 ,  106  to enable access to the cabs  104 ,  106 . As depicted in  FIGS. 3A-B , the walkways  110  are disposed transversely along the front and rear of the enclosure  102  but might extend along the sides or around the full perimeter of the enclosure  102 . 
     As described previously, the cab car  100  includes a dedicated truck  31  at its front end and a shared truck  30  at the rear end thereof for coupling to the pick-up car  200 . The dedicated truck  31  is a free-wheeled truck to allow a locomotive coupled to the machine  10  or rail train  12  to move the machine  10  along the tracks or could comprise a powered truck that is operably coupled to one or more of the engines disposed in the enclosure  102  to move the machine  10 . 
     The cab car  102  can house a variety of other components, supplies, and compartments as desired in embodiments of the invention. For example, a galley, sleeping quarters, water supply storage, workspace, tool chest, or the like can be constructed on the cab car  100  or in the enclosure  102 . Although, a particular configuration of the cab car  100  is described and depicted herein, such is not intended to be limiting. Other configurations are foreseen and are within the scope described herein. 
     Pick-Up Car 
     Referring to  FIGS. 3A-3E , the pick-up car  200  is configured to pick up the ribbon rail  22  from locations alongside the machine  10  for loading onto the rail transport train  12  and/or to aid in offloading the ribbon rail  22  from the rail transport train  12 . The pick-up car  200  includes an elevated transit rail  202  on which a rail lifting and manipulating apparatus  204 , such as a crane or excavator, is mounted. The transit rail  202  is vertically elevated above and centrally positioned along the length of the body  28  of the pick-up car  200  on a plurality of support members  206 . The transit rail  202  comprises an I- or H-beam having a bottom flange  208 , top flange  212  and web  214  (see  FIG. 3E ). The bottom flange  208  of the transit rail is coupled to the support members  206 . A bump stop  210  is coupled to the top flange  212  of the transit rail  202  at each end thereof. 
     One or both sides of the web  214  of the transit rail  202  include a traction feature like, for example, a section of chain  216 . The chain  216  may be, for example, a roller chain, drive chain, or transmission chain similar to that used in a drive system of a crane or other heavy equipment vehicle. The chain  216  extends substantially along the length of the transit rail  202  and is welded or otherwise affixed to the web  214 . The traction feature might alternatively comprise a gear face like that of a rack in a rack-and-pinion assembly, teeth attached to the web  214 , recesses or apertures in the web  214 , or similar features that are affixed to the web  214  or integral therewith. 
     Horizontal and vertical support rails  218 ,  220  are mounted on the body  28  of the pick-up car  200  on each side of the transit rail  202  and extending parallel thereto. The support rails  218 ,  220  comprise C-shaped members or channels that are configured to at least partially support loads associated with the rail lifting and manipulating apparatus  204 . The support rails  218 ,  220  also guide movements of the rail lifting and manipulating apparatus  204  in a direction parallel to the transit rail  202 . The horizontal support rails  218  are disposed with the open portion of the C-shape oriented vertically upward and, the vertical support rails  220  are oriented with the open portion of the C-shape directed horizontally outward from the transit rail  202 . However, other orientations are useable in embodiments of the invention. 
     The rail lifting and manipulating apparatus  204  includes a mounting sled or bogie  222  disposed on the transit rail  202  and a body  223  rotatably mounted to the bogie  222 . The bogie  222  includes a horizontally disposed platform  224  with legs  226  extending vertically downward therefrom proximate each corner thereof. The platform  224  is configured to rotatably couple to the body  203  and to support the rail lifting and manipulating apparatus  204  on the transit rail  202 . The platform  224  may include one or more walkways  228  on a top surface thereof on which an operator can stand to gain access to a cab  230  of the rail lifting and manipulating apparatus  204 . One or more bearing surfaces  231  or rollers can be disposed on an underside of the platform  224  and between the platform  224  and the top flange  212  of the transit rail  202 . The bearing surfaces  231  support the platform  224  on the transit rail  202  and aid sliding of the platform  224  along the top flange  212  of the transit rail  202 . Lubricants such as grease, oil, or the like can be applied between the bearing surfaces  231  and the transit rail  202 . 
     One or more vertically oriented stabilizing rollers  232  are mounted on each of the legs  226  at a distal end thereof for receipt by the vertical support rails  220 . One or more horizontally oriented stabilizing rollers  233  are also mounted at the distal ends of each of the legs  226  for receipt by the horizontal support rails  218 . As depicted in  FIGS. 3A-B , four vertically oriented stabilizing rollers  232  are provided on a vertical guide assembly  234  that is disposed at the distal end of each leg  226 . The vertical guide assembly  234  is comprised of an elongate body  235  and a pair of pivot plates  236 . The elongate body  235  is pivotally coupled at its midpoint to the leg  226  and each of the pivot plates  236  are pivotally coupled to opposite ends of the body  235 . Each of the vertically oriented stabilizing rollers  232  is rotatably affixed to a respective end of one of the pivot plates  236 . 
     Referring to  FIG. 3E , the vertically oriented stabilizing rollers  232  are received in the vertical support rail  220  to provide vertical support to the bogie  222  and to resist upward movement by the bogie  222  away from the vertical support rails  220  and the transit rail  202 . Further, the vertical support rails  220  are oppositely oriented on each side of the transit rail  202  such that the open faces of the C-shape are directed in opposite directions; the engagement of the stabilizing rollers  232  on each of the legs  226  with the vertical support rails  220  on both sides of the transit rail  202  thus resists horizontal and rotational movements of the bogie  222  with respect to the transit rail  202 . 
     The horizontally oriented stabilizing rollers  233  are similarly coupled to a horizontal guide assembly  238  disposed at the distal end of each of the legs  226 . The coupling of the horizontal guide assembly  238  to the leg  226  is pivotal about a midpoint along the horizontal guide assembly  238 . A stabilizing roller  233  is disposed at each end of the horizontal guide assembly  238 . Pivot plates, like the pivot plates  236  of the vertical guide assembly  234  can be employed in the horizontal guide assembly  238  but are not shown. The horizontally oriented stabilizing rollers  233  are received by the horizontal support rails  218  and resist horizontal and rotational movements of the bogie  222  about the transit rail  202 . 
     A drive motor  242  is coupled to each leg  226 , or adjacent thereto, beneath the platform  224 . The drive motors  242  comprise hydraulic, electric, or other motors or propulsion systems configurable to drive the rail lifting and manipulating device  204  along the transit rail  202 . The drive motors  242  each operably mount a horizontally disposed drive wheel or a toothed cogwheel  244  that engages the chain  216  coupled to the web  214  of the transit rail  202 . The engagement of the cogwheel  244  with the chain  216  provides a positive mechanical engagement between the cogwheels  244  and the transit rail  202  that does not rely on friction for traction and that cannot slip. 
     This configuration may greatly increase the amount of pulling force that can be applied by the rail lifting and manipulating apparatus  204  over designs known in the art. Known designs employ rubber or similar drive wheels on a generally smooth surface, such as the web of a beam or gantry rail. The pulling force that can be achieved by these known designs suffers and is limited by the traction that can be achieved between the rubber wheels and the smooth surface. For example, cranes using such designs are limited to about 20,000 pounds of tractive effort or force that can be applied. In contrast, embodiments of the invention have been found to provide greater than about 80,000 pounds of tractive effort or force. 
     The body  205  of the rail lifting and manipulating apparatus  204  preferably comprises a diesel powered, hydraulically actuated crane or excavator body having multiple axes of movement and rotation. One example of such a machine is the GRADALL XL4200 hydraulic excavator from Gradall Industries, Inc. of New Philadelphia, Ohio, which can be modified for mounting on the bogie  222 . It is to be understood, however, that other cranes or excavating machinery  204  can be employed and/or modified for use with the pick-up car  200  without departing from the scope of embodiments of the invention. The rail lifting and manipulating apparatus  204  is powered by one or more onboard engines, motors, pumps, or the like or can be provided with electrical and/or hydraulic power from the engines and generators disposed in the cab car  100 , as described above. 
     The body  205  is rotatable with respect to the bogie  222  about a vertical axis and the entire rail lifting and manipulating apparatus is moveable end-to-end along the transit rail  202  via the bogie  222 . A boom  246  on the body  205  of the rail lifting and manipulating apparatus  204  can be vertically pivoted to raise and lower an end  248  of the boom  246  and extended and retracted to move the end  248  inwardly and outwardly relative to the pick-up car  200 . An advantage of the Gradall machine is that the boom  246 , in addition to having the capability of being telescoped to extend the end  248 , is that it can also be rotated about an axis extending coaxially through the boom  246 . In other embodiments (not shown), the rail lifting and manipulating apparatus  204  might have more or fewer available movements and axes of rotation depending on a particular crane or excavator that is chosen and any optional equipment thereon. 
     An end-arm tool  250  is coupled to the end  248  of the boom  246 . The end-arm tool  250  is freely pivotable about a coupling with the end  248  of the boom  246  or one or more hydraulic actuators can be coupled between the boom  246  and the tool  250  to control positioning of the tool  250 . The end-arm tool  250  is selectable and/or configurable for a particular job to be completed. As depicted in  FIGS. 3A-B , the end-arm tool  250  comprises a grapple with a set of hydraulically actuated jaws  252 . The jaws  252  can be positioned around a section of ribbon rail  22  and closed to grasp the ribbon rail  22  for lifting and/or pulling by the rail lifting and manipulating apparatus  204 . The jaws  252  can be configured to twist the ribbon rail  22  into an upright position, e.g. with a top flange or head  46  of the rail  22  positioned vertically above a web  48  of the rail  22 , as the jaws  252  close around the rail  22 . For example, the jaws  252  can include an interior profile that tends to rotate the rail  22  into an upright position with respect to the end-arm tool  250  as the jaws  252  close around the rail  22 . The end-arm tool  250  can also be manipulated by the rail lifting and manipulating apparatus  204  to twist the rail  22  into such an upright orientation. Other end-arm tools  250  like buckets, jackhammers, sheers, or the like might also be employed for various applications. 
     An operator&#39;s cab  230  is provided on the rail lifting and manipulating apparatus  204  for operation of the rail lifting and manipulating apparatus  204  but, remote control is also possible. Controls for the rail lifting and manipulating apparatus  204  can be provided in the rear cab  106  of the cab car  100  or at an operator&#39;s station located on one of the cars  300 ,  400  (such as described below) to enable an operator to manipulate the rail lifting and manipulating apparatus  204  from one of those stations. A wireless radio control station might also be provided. 
     Stabilizing jacks  254  are included on the pick-up car  200  to prevent or reduce movement of the body  28  of the pick-up car  200  with respect to the trucks  30  during operation of the rail lifting and manipulating apparatus  204 . During such operation, the suspension system  44  of the trucks  30  allows the body  28  to lean and/or bounce which may lead to instability and dangerous conditions for operation of the rail lifting and manipulating apparatus  204 . For example, when lifting a section of ribbon rail  22  from along the right side of the pick-up car  200 , the car  200  may lean or list toward the right side due to the additional weight and/or forces from the rail lifting and manipulating apparatus  204 . If this listing is too great the car  200  might become unstable and topple over. The cab car  100 , crossover car  300 , and processing car  400  might also be fitted with one or more stabilizing jacks  254  in embodiments of the machine  10 . 
     The stabilizing jacks  254  reduce or eliminate the ability of the body  28  to lean or list by providing a rigid connection between the body  28  and the frame  40  of the trucks  30 . The stabilizing jacks  254  comprise hydraulic, pneumatic, or mechanical actuators mounted on the body  28  of the pick-up car  200 . The stabilizing jacks  254  are mounted at each corner of the car  200  in locations that are vertically above the frames  40  of the trucks  30 . When actuated, pistons  256  extend into contact with the frames  40  of the trucks  30  and rigidly maintain the orientation and spacing between the body  28  and frames  40  of the trucks  30 . Because the suspension components  44  of the trucks  30  provide suspension between the trucks  30  and the body  28 , e.g. not between the trucks  30  and the axle assemblies  42 , the ability of the body  28  to move via the suspension components  44  is eliminated by the stabilizing jacks  254 . 
     A foot  258  can be disposed on the distal end of each of the pistons  258  to provide a larger contact surface between the pistons  258  and the respective truck  30 . A mating feature, pad, or fixture (not shown) can be provided on the truck frame  40  to receive or engage the respective foot  258  and or the end of the respective piston  256  for additional support. An opposite configuration in which the stabilizing jacks  254  are mounted on the trucks  30  and extend to contact the body  28  can also be employed without departing from the scope of embodiments of the invention described herein. In another embodiment, the stabilizing jacks  254  extend from the body  28  to the rails on which the machine  10  rests or to the ground beneath the machine  10 . 
     Guide boxes  260  are coupled to each side of the body  28  of the pick-up car  200 . The guide boxes  260  are configured to receive the ribbon rail  22  to be loaded onto the machine  10  from the ground or other surface adjacent the machine and to direct the rail  22  toward components mounted on the crossover car  300  as described below. The guide boxes  260  might also guide rail  22  being offloaded by the machine  10 . 
     Each of the guide boxes  260  is mounted on a distal end of a retractable arm  262  to enable the guide boxes  260  to be retracted to a stowed position adjacent to the body  28 , as depicted in  FIGS. 3A-D , or extended to an operational position extending generally transversely to the body  28 , as depicted in phantom line in  FIG. 3C . A proximal end of the arm  262  is pivotably coupled to the body  28  of the pick-up car  200  such that the arm  262  pivots about a vertical axis extending through the coupling with the body  28 . A hydraulic actuator  264  is coupled between the body  28  and the arm  262  at a point spaced apart from the proximal end of the arm  262 . The actuator  264  is operable to pivot the arm  262  and, thus, the guide box  260  between the stowed and operational positions. In other embodiments (not shown), a carriage can be installed between the guide box  260  and the arm  162  to enable the vertical and/or horizontal position of the guide box  260  to be adjusted, e.g. the carriage can enable the guide box  260  to be raised or lowered and/or extended further from the body  28  of the pick-up car  200 . It is also to be understood that the arm  162  could be articulated to provide additional ranges of movement to the guide box  260 . 
     As depicted in best in  FIGS. 4A-D , the guide box  260  is coupled to the distal end of the arm  262  by a swivel mount assembly  266  that enables rotation of the guide box  260  about a generally vertical axis and pivoting of the guide box  260  about a generally horizontal axis. Rotation and pivoting of the guide box  260  using the swivel mount assembly  266  is controlled by one or more actuators coupled between the guide box  260  and the arm  262 , among other ways. The guide box  260  can thus guide the rail  22  or can be manipulated to steer the rail  22 . 
     Additionally, a system controlling the one or more actuators coupled between the guide box  260  and the arm  262  or other components may include a float setting. The float setting relaxes or relieves hydraulic pressure on the actuators to enable the guide box  260  to be moved, pivoted, or turned by forces applied thereon via the ribbon rail  22 , workers, or the rail lifting and manipulating apparatus  204 . As such, with the float setting engaged, the guide box  260  can freely adjust its position and/or orientation to reduce binding and/or tension on the ribbon rail  22 , the guide box  260 , and other associated components, 
     With continued reference to  FIGS. 4A-D , the guide box  260  comprises a baseplate  268  affixed to a top surface of the swivel mount assembly  266 . A pair of base rollers  270  is rotatably mounted to the baseplate  268  in side-by-side relation transverse to a longitudinal centerline of the baseplate  268 . Guide plates  272  are mounted on each side of the pair of rollers  270 . The guide plates  272  each include a ramp  274  positioned to guide the ribbon rail  22  over the guide plate  272  and over the base rollers  270 . The guide plates  272  and base rollers  270  define a path  275  along the centerline of the baseplate  268  and following the direction of rotation of the base rollers  270  over which the ribbon rail  22  can pass through the guide box  260 . 
     A pair of jaws  276  are hingedly mounted on the baseplate  268  adjacent opposite ends of the base rollers  270  and configured to pivot about jaw axes parallel to the path  275 . Hydraulic actuators  278  are coupled between the baseplate  268  and each of the jaws  276  to pivot the jaws about their couplings with the baseplate  268  from a substantially vertical, closed position ( FIGS. 4A-C ) to an open position in which the jaws  276  lean outward and away from the path  275  ( FIG. 4D ). In the open position the jaws  276  pivot to a wide angle with respect to one another to provide a maximum distance therebetween to ease placement of the ribbon rail  22  on the base rollers  270  by, for example, the rail lifting and manipulating apparatus  204 . The wide angle is between approximately 30° and 180° or preferably between approximately 45° and 120° or more preferably approximately about 90°. 
     Respective pairs of ears  280  extend from each opposed sides of each of the jaws  276  parallel to the path  275 . Each pair of ears  280  provides a mounting location for a roller assembly  282 . Each roller assembly  282  includes a roller  284 , a roller housing  286 , and a pivot arm  288 . Each roller  284  is rotatably disposed in and extends from an end of the respective roller housing  286 . Each pivot arm  288  extends radially outward from the respective roller housing  286  and pivotably couples to the respective pair of ears  280  to allow the roller assembly  282  to pivot about an arm axis that is generally perpendicular to the length of the jaw  276  and to the path  275 . 
     A hydraulic actuator  290  is coupled between each roller housing  286  and a distal end of the respective jaw  276 . The actuator  290  can pivot the roller assemblies  280  about the respective couplings with the ears  280  to press the rollers  284  toward the ribbon rail  22  disposed in the guide box  260  or to raise the rollers  284  away from the ribbon rail  22 . By including an accumulator (not shown) in the hydraulic system for the actuators  290 , the actuator  290  can also be configured to function as shock absorbers to allow the ribbon rail  22  and obstructions thereon to force the roller assemblies  282  upwards and away from the baseplate  268  to allow the ribbon rail  22  and the obstructions to pass through the guide box  260  as described more fully below. The actuators  290  can also be used to pivot the rollers  284  toward or away from the baseplate  268  to accept ribbon rail  22  of varied heights. 
     Each of the rollers  284  of the roller assemblies  282  extends from an end of the respective roller assembly  282  nearest to the path  275 . The rollers  284  each include a first segment  292  that is proximate to the respective roller housing  286  and a second segment  294  between the first segment  292  and the distal end of the roller  284 . The first segment  292  has a radius that is larger than that of the second segment  287  and forms a flange which extends radially outward past the second segment  287 . The second segment  287  has a length measured along its axis of rotation that is approximately one half of the width of the head  46  of the ribbon rail  22  with accommodation for a desired tolerance. 
     The distal end of the second segment  287  of the roller  284  is configured to abut or to come into close proximity to the distal end of the roller  284  mounted on the opposite jaw  276  when the jaws  276  are pivoted to the closed position. As such, the opposing rollers  284  come together to essentially form a single roller with their second segments  294  over the head  46  of the ribbon rail  22  disposed in the guide box  260 . Their first segments  292  extend along and beyond the sides of the head  46  of the ribbon rail  22  to enclose the head  46  within a channel formed by the first and second segments  292 ,  294  of the rollers  284 . Thereby, the ribbon rail  22  can be contained between the rollers  284  and the base rollers  270  to guide the ribbon rail  22  as it is pushed or drawn through the guide box  260  toward downstream components or locations. 
     Referring again to  FIGS. 3A-C  and E and to  FIGS. 11A-B , respective anchor-removing apparatuses  1000  can be mounted on opposing sides of the body  28  of the pick-up car  200  for removing rail anchors  1002  from the ribbon rails  22  for loading by the machine  10 . Rail anchors  1002 , as known in the art and depicted in  FIG. 10 , comprise a clip that is installed beneath and between opposite sides of the foot  50  of the ribbon rail  22 . The clip abuts a side of a tie  1004  on which the rail  22  sits to resist longitudinal movement of the rail  22  under rail traffic and expansion or contraction of the rail  22 . A first end  1006  of the anchor  1002  wraps or hooks at least partially around an edge of the foot  50  to engage the foot  50 . The anchor  1002  is expanded to engage an opposite second end  1008  with an opposite edge of the foot  50  and to thereby maintain the anchor  1002  in tension and in engagement with the foot  50  of the rail  22 . The opposite second end  1008  typically includes a flange  1009  that extends away from the rail  22  at an angle to aid installation/removal of the anchor  1002  on the rail  22 . Upon removal of the ribbon rails  22  from an installed position, the anchors  1002  often remain coupled thereto and should be removed before placing the rail  22  on the rail-transport train  12 . 
     Each of the anchor-removing apparatuses  1000  is mounted on a pivotable carriage  1010  to enable the anchor-removing apparatus  1000  to be retracted to a stowed position adjacent to the body  28  or extended to an operational position extending at an angle to the body  28 , as depicted in  FIGS. 3A-C  and E. A proximal end of the carriage  1010  is pivotably coupled to a support structure  1012  on the body  28  of the pick-up car  200  such that the carriage  1010  pivots about a vertical axis extending through the coupling with the support structure  1012 . A hydraulic actuator  1014  is coupled between the support structure  1012  or the body  28  and the carriage  1010 . The actuator  1014  is operable to pivot the carriage  1010  and, thus, the anchor-removing apparatus  1000  between the stowed and operational positions. 
     The carriage  1010  also enables the vertical and/or horizontal position of the anchor-removing apparatus  1000  to be adjusted, e.g. the carriage  1010  enables the anchor-removing apparatus  1000  to be raised or lowered and/or extended further from the body  28  of the pick-up car  200 . It is also to be understood that the carriage  1010  or an additional support structure could be articulated to provide additional ranges of movement to the anchor-removing apparatus  1000 . 
     As depicted best in  FIGS. 11A-B , the anchor-removing apparatus  1000  is coupled to the carriage  1010  by a swivel mount assembly  1016  that enables rotation of the anchor-removing apparatus  1000  about a generally vertical axis and pivoting of the anchor-removing apparatus  1000  about a generally horizontal axis. Rotation and pivoting of the anchor-removing apparatus  1000  using the swivel mount assembly  1016  is controlled by one or more actuators coupled between the swivel mount  1016  and the carriage  1010 , among other ways. The anchor-removing apparatus  1000  can thus be positioned to receive the rail  22  as it is moved from a surface adjacent to the pick-up car  200  toward the cross-over car  300 . Additionally, a system controlling the one or more actuators coupled between the anchor-removing apparatus  1000  and the carriage  1010  or other components may include a float setting similar to that described above with respect to the guide box  260 . 
     With continued reference to  FIGS. 11A-B , the anchor-removing apparatus  1000  comprises a frame  1018  that forms an elongate central path  1020  along which the rail  22  travels through the anchor-removing apparatus  1000 . The frame  1018  is open above the central path  1020  to allow admission of the rail  22  into the central path  1020 . A leading end of the path  1020  is flanked on each side by a pair of wedge rollers  1022 . Each of the wedge rollers  1022  comprises a generally horizontally disposed frustoconical roller which is rotatably coupled to a distal end of a pivot arm  1024 . Each pivot arm  1024  is pivotally coupled to an upper or distal end of a respective roller jaw  1028 , which is in turn pivotally connected to the frame  1018  at its lower or proximate end. Each jaw roller  1028  is pivotable about an axis parallel to the central path  1020  so as to be moveable between a substantially vertical closed position and an outwardly extending open position. An actuator  1026  is disposed between each pivot arm  1024  and the respective roller jaw  1028  to pivot the arm  1024  about an axis which is substantially parallel to the roller jaw  1028  and to thereby move the respective wedge roller  1022  toward or away from the central path  1020  or a rail  22  disposed therein when the roller jaw  1028  is in the closed position. A respective actuator  1030  is disposed between the frame  1018  and each roller jaw  1028  to pivot the roller jaw  1028  between the open and closed positions. 
     Each pivot arm  1024  includes a transverse pivot joint  1031  which allows the pivot arm  1024  to bend about an axis generally parallel to the axis of rotation of the respective wedge roller  1022 . A respective connecting rod  1032  is disposed between each pivot arm  1024  and the respective roller jaw  1028  to restrict pivotal movement of the arm  1024  about its pivot joint  1031 . Each connecting rod  1032  includes a rod end bearing at each end thereof which are threadably coupled to the connecting rod  1032  to enable adjustment of the length of the connecting rod  1032  and thus an angle of orientation of the arm  1024 . 
     The anchor-removing apparatus  1000  also includes a pair of sweeping units  1034  disposed on each side of the central path  1020  downstream from the wedge rollers  1022 . The sweeping units  1034  each comprise a set of fingers  1036  disposed on an upper end of a carrier arm  1038 . Each carrier arm  1038  is pivotally coupled to the frame  1018  at an opposite lower end. Each sweeping unit  1034  further includes an actuator  1040  for pivoting the carrier arm  1038  about a horizontal axis to move the upper end thereof toward/away from a rail  22  disposed in the anchor-removing apparatus  1000 . The fingers  1036  are disposed at an angle, e.g. approximately 45° to vertical and directed toward the central path  1020 . As such, the carrier arm  1038  can be pivoted toward the central path  1020  and a rail  22  disposed therein to bring the fingers  1036  into contact or close proximity to the foot  50  of the rail  22 . 
     The anchor-removing apparatus  1000  may also include one or more horizontal rollers  1042  disposed on the frame  1018  beneath the central path  1020  upon which a rail  22  can travel through the apparatus  1000 . A plurality of vertical rollers  1044  may also be provided along each side of the central path  1020  to aid travel of a rail  22  within the central path  1020 . 
     In operation, the anchor-removing apparatus  1000  is moved from the stowed position to the operational position by the actuator  1014  and/or operation of the carriage  1010 . A ribbon rail  22  is fed or placed into the central path  1020  using the crane  204 . Or the anchor-removing apparatus  1000  might be manipulated to engage a rail  22  extending alongside the pick-up car  200 . 
     The roller jaw  1028  and pivot arm  1024  associated with the wedge roller  1022  disposed on the same side of the rail  22  as the second end  1008  of the anchors  1002  are actuated to move the wedge roller  1022  toward the web  48  of the rail  22 . An edge  1046  of the wedge roller  1022  is moved into contact or into close proximity with the foot  50  of the rail  22 . The wedge roller  1022  can be positioned near or over an edge of the foot  50  or might be positioned alongside the edge of the foot  50  such that the wedge roller  1022  is aligned to engage anchors  1002  attached to the rail  22  as the rail  22  travels along the central path  1020  through the anchor-removing apparatus. 
     Upon engagement of the wedge roller  1022  with an anchor  1002 , the wedge roller  1022  contacts the flange  1009  extending from the second end  1008  of the anchor  1002  to flex the second end  1008  outwardly and away from the rail  22 . The second end  1008  of the anchor  1002  is thus disengaged from the foot  50  of the rail  22 . 
     One or both sweeping units  1034  are also actuated to move the fingers  1036  toward the foot  50  of the rail  22 . The fingers  1036  are positioned in contact or adjacent to the edge of the foot  50  so as to obstruct passage of the first end  1006  of the anchor  1002 . When both sweeping units  1034  are employed the fingers  1036  are moved to obstruct the passage of both the first and second ends  1006 ,  1008  of the anchors  1002 . As such, the fingers  1036  contact the first end  1006  of the anchor  1002  as the anchor  1002  and the rail  22  pass through the anchor-removing apparatus  1000 . The contact with the anchor  1002  disengages the first end  1006  from the foot  50  of the rail  22 . Because the second end  1008  of the anchor  1002  is first disengaged from the rail  22  by the wedge roller  1022 , disengagement of the first end  1006  from the rail  22  frees the anchor  1002  from the rail  22  and allows the anchor  1002  to fall away to a collection container or to the ground below. 
     The inclusion of a wedge roller  1022  and sweeping unit  1034  on each side of the central path  1020  enables processing of rails  22  having anchor  1002  disposed in either possible orientation. This may be beneficial when rails  22  are removed from an installed position and laid on an opposite side of the track location. 
     Crossover Car 
     Referring to  FIGS. 5A-5E , the crossover car  300  is coupled behind the pick-up car  200  via a shared truck  30  as described previously above. The crossover car  300  comprises a body  28  with a pair of primary drive units  302 , a support roller assembly  304 , and a crossover guide assembly  306  mounted thereon. Walkway platforms  307  can also be installed extending from and along sides of the body  28 . The primary drive units  302  are mounted on opposite sides of the body  28  near the front end thereof. As both of the drive units  302  are similarly mounted and configured, the following description thereof is provided with reference to one of the drive units  302  for clarity. 
     A pair of support arms  308  extends from the side of the body  28  in a direction generally transverse to the body  28 . A support track  310  is affixed to the opposing faces of each of the support arms  308 , e.g. on sides of the support arms  308  that face one another. A mounting assembly  312  is slideably disposed between the support arms  308  and engaging the support tracks  310 . 
     As depicted best by  FIGS. 5A  and E-G, the mounting assembly  312  comprises a generally rectangular housing  314  with a planar base  316  and a bifurcated top surface  318  that includes two planar sections that meet at a peak  319  near the midpoint of the length of the assembly  312 . The top surface  318  includes a removed, generally rectangular, central portion within which a tilt table  321  is disposed. 
     The tilt table  321  includes a generally planar top surface with a pair of sidewalls  325  extending vertically downward from longitudinal edges thereof and a transverse wall  326  extending vertically downward along a forward edge. The tilt table  321  is pivotably coupled to the housing  314  via an axle  330  disposed through longitudinal sidewalls of the housing  314  and through the sidewalls  325  of the tilt table  321 . A tilt actuator  324  is generally vertically disposed in the interior of the housing  314  of the mounting assembly  312 . The tilt actuator  324  is coupled at a lower end to the base  316  of the mounting assembly  312 . An upper end of the tilt actuator  324  couples to the forward, transverse wall  326  of the tilt table  321  to thereby enable pivoting of the tilt table  321  about a generally horizontal axis transverse to the body  28  formed by the axle  330 . The tilt table  321  and tilt actuator  324  are configured to provide from about zero to about fifteen degrees of pivotal motion or more preferably between about zero and about eight degrees of pivotal motion about the axle  330 . 
     The tilt table  321  also includes a cylindrical twist-mount  327  located centrally along the top surface of the tilt table  321  and extending vertically upward therefrom. The twist-mount  327  is configured to rotatably couple to the primary drive unit  302  to allow the drive unit  302  to rotate about a generally vertical axis extending through the twist-mount  327 . The twist-mount  327  can fully support the drive unit  302  or the drive unit  302  can include one or more rollers, pads, bearing, or other components that slideably or rollingly contact the tilt table  321  to provide support for the drive unit  302  while also enabling the drive unit  302  to rotate with respect to the tilt table  321 . 
     A rigid flange  329  extends from a rearward end of the tilt table  321  for coupling to a first end of a horizontally and transversely disposed twist actuator  331 . A second end of the twist actuator  331  is coupled to a bracket  333  attached to the bottom surface of the drive unit  302 . The twist actuator  331  is thus useable to rotate the drive unit  302  about the twist-mount  327 . The twist actuator  331  provides between zero and fifteen degrees of rotation of the drive unit  302  about the twist-mount  327  or more preferably between about zero and about eight degrees of rotation. 
     A channel  320  is included at the forward and rearward ends of the mounting assembly  312 . The channels  320  are configured to receive the support tracks  310  mounted on the support arms  308  and may include one or more bearings or bearing surfaces to aid sliding of the channels  320  along the support tracks  310 . The support tracks  310  thereby also support the mounting assembly  312  and the drive unit  302  mounted thereon. In other embodiments, one or more tracks may be mounted on a top surface of the support arms  308  in addition to or instead of the support tracks  310  to provide additional support for the mounting assembly  312 . 
     A pair of positioning actuators  322 , such as hydraulic actuators, is disposed between the body  28  and the mounting assembly  312 . The actuators  322  couple to the mounting assembly  312  along the base  316  with the actuators  322  spaced apart along the length of the base  316  and oriented generally transverse to the length of the base  316  and the body  28 . The positioning actuators  322  are thus operable to slideably move the mounting assembly  312  and the drive unit  302  transversely inward toward the body  28  of the crossover car  300  and outward away from the body  28  by sliding the mounting assembly channels  320  along the support tracks  310 . More or fewer positioning actuators  322  can be used; using two or more spaced apart positioning actuators  322  avoids twisting or uneven movement of the mounting assembly  312  along the support tracks  310 . An inward position of the mounting assembly  312  and the drive unit  302  nearest to the body  28  provides a stowed position while an outward position, away from the body  28  might provide an operating position, however the drive unit  302  can be operated in any position. The mounting assembly  312  and drive unit  302  are moveable up to approximately twelve to eighteen inches away from the body  28 , or more preferably up to about six and one half inches away from the body  28 . 
     The positioning actuators  322 , the tilt actuator  324 , and the twist actuator  331  are each useable to orient and move the primary drive unit  302  and to direct the ribbon rail  22  along a desired path. The actuators  322 ,  324 , and  331  can maintain a desired position and orientation of the drive unit  302  or the drive unit  302  can be enabled to float similarly to that described previously with respect to the guide box  260 . Floating relaxes or relieves hydraulic pressure on one or more of the actuators  322 ,  324 , and  331  to enable the drive unit  302  to be moved, pivoted, or turned by forces applied thereon via the ribbon rail  22 , workers, or the rail lifting and manipulating apparatus  204 . As such, the drive unit  302  can freely adjust its position and/or orientation to reduce binding and/or tension on the ribbon rail  22 , the drive unit  302 , and other associated components like the guide box  260  or the crossover guide assembly  306  discussed below. 
     The primary drive unit  302  is comprised of a lower housing  332 , a forward and a rearward upper housing  335   a ,  335   b , a forward upper  334   a  and lower  334   b  drive roller unit, and a rearward upper  334   c  and lower  334   d  drive roller unit. The forward and rearward lower drive roller units  334   b ,  334   d  are disposed in the lower housing  332  aligned transverse to the body  28  and spaced apart along the length of the lower housing  332 . A pair of upright supports  337  extends vertically from opposite sides of the lower housing  332  and between the forward and rearward lower drive roller units  334   b ,  334   d.    
     The forward upper housing  335   a  is configured to house the forward upper drive roller unit  334   a  in a position generally vertically above the forward lower drive roller unit  334   b . The forward upper housing  335   a  is disposed on the lower housing  332  and positioned forward of the upright supports  337 . The rearward upper housing  334   b  is similarly configured to house the rearward upper driver roller unit  334   c  in a position generally vertically above the rearward lower driver roller unit  334   d  and is disposed on the lower housing  332  rearward of the upright supports  337 . 
     As best depicted in  FIG. 5G , the upper housings  335   a ,  335   b  are pivotally coupled about distal ends of the upright supports  337  to enable the upper housings  335   a ,  335   b  to pivot vertically upward about the distal ends of the upright supports  337 . Vertically oriented actuators  339   a ,  339   b  are coupled between the lower housing  332  and each of the upper housings  335   a ,  335   b  generally at each corner of the primary drive unit  302 . The actuators  339   a ,  339   b  are operable to pivot the forward and rearward upper housings  335   a ,  335   b , respectively, about their coupling with the upright supports  337  to thereby pivot the upper drive roller units  334   a ,  334   c  disposed therein vertically upward and away from the lower driver roller units  334   b  and  334   d  respectively. As such, the upper drive roller units  334   a ,  334   c  are vertically displaceable to enable ribbon rail  22  with debris or an upset weld attached thereto to pass through the drive unit  302 . 
     The actuators  339   a  coupled to the forward upper housing  335   a  are independently operable from the actuators  339   b  coupled to the rearward upper housing  335   b . This configuration allows the forward upper housing  335   a  to be pivoted to allow debris on the rail  22  to pass between the forward drive roller units  334   a  and  334   b  while the rearward drive roller units  334   c  and  334   d  remain in contact with the rail  22  to drive the rail  22  through the drive unit  302 . Upon passing the forward drive roller units  334   a ,  334   b  the forward upper housing  335   a  can be lowered to again drive the rail  22  and the rearward upper housing  335   b  can be pivoted upwardly to allow the debris to pass. After the debris has passed through the drive unit  302  the rearward upper housing  335   b  is lowered to again enable the rearward drive roller units  334   c  and  334   d  to drive the rail  22 . The process can be reversed to allow debris to pass through the drive unit  302  in the opposite direction. The operation of the actuators  339   a ,  339   b  is performed manually by a worker operating the machine  10  or can be configured for automatic operation. 
     Pivoting of the upper housings  335   a  and  335   b  also enables ribbon rails  22  of varied heights to be accepted in the drive channel  338  by adjusting the spacing between the rollers of the drive roller units  334   a - d  accordingly. The actuators  339   a ,  339   b  are also operable to adjust an amount of pressure applied by the drive roller units  334   a - d  on the ribbon rail  22  to, for example, increase or decrease an amount of friction between the rollers of the drive roller units  334   a - d  and the ribbon rail  22 . The actuators  339   a ,  339   b , in combination with an accumulator (not shown) can further provide a shock-absorbing feature to enable the top and bottom drive roller units  334   a - d  to momentarily vertically separate when an obstruction is encountered. The shock-absorbing feature allows the top and bottom drive roller units  334   a - d  to further separate to allow the ribbon rail  22  and debris to pass therebetween. 
     The lower housing  332  also includes guide flanges  336  mounted on forward and rearward faces of the lower housing  332  to direct an end of the ribbon rail  22  into a drive channel  338  of the drive unit  302 . One or more guide rollers  340  can also be provided in association with the guide flanges  336  to assist movement of the ribbon rail  22  into and through the drive channel  338 . 
     The drive roller units  334   a - d  include rollers that extend transversely across the top and bottom of a drive channel  338 , thereby defining the drive channel  338  through which the ribbon rail  22  can pass through the drive unit  302 . At least one of the drive roller units  334   a - d  is driven or powered by a hydraulic, electric, or other motor  342  to draw the ribbon rail  22  through the drive channel  338 ; the remaining drive roller units  334   a - d  can be freely rotatable. As depicted in  FIGS. 5A-C , four powered drive roller units  334   a - d  are provided and can generate pulling or driving forces on the ribbon rail  22  of greater than 120,000 pounds of force. 
     The rollers of the drive roller units  334   a - d  may have a profile configured to compliment the head  46  and/or foot  50  of the ribbon rail  22 . For example, the rollers of the lower drive roller units  334   b  and  334   d  may have a flat profile to compliment the flat bottom flange or foot  50  of the ribbon rail  22  while top drive roller units  334   a  and  334   c  include a recessed central portion configured to receive the head  46  of the ribbon rail  22 . Providing a complimentary profile on one or both of the rollers of the drive roller units  334  may aid to maintain the ribbon rail  22  in an upright orientation and to direct the ribbon rail  22  in a desired direction. 
     With continued reference to  FIGS. 5A-C , the support roller assembly  304  is disposed on top of the crossover car  300  between the primary drive units  302  and the crossover guide assembly  306 . The support roller assembly  304  is spaced less than thirty feet from both the drive unit  302  and the crossover guide assembly  306  which may be spaced greater than thirty feet apart. The support roller assembly  304  thus provides support to the ribbon rail  22  against sagging or bowing between the drive unit  302  and the crossover guide assembly  306  or a subsequent component. As described previously, it is generally understood in the art that an unwanted amount of sagging or bowing of the ribbon rail  22  tends to occur over spans of about thirty feet or greater. 
     The support roller assembly  304  comprises a pair of elongate support rollers  344  mounted end-to-end on an elongate base  346 . The base  346  is coupled to the body  28  of the crossover car  300  and extends transversely thereto. It is foreseen that the support roller assembly  304  can be adjustably mounted for selective movement along the length of the body  28 . 
     Flanges  348  extend vertically upward from opposite ends of the base  346  and provide rotatable coupling with the support rollers  344 . The flanges  348  are dimensioned to extend a distance beyond the diameter of the support rollers  344  to obstruct a section of ribbon rail  22  riding across the support rollers  344  from moving past or off of the distal ends of the support rollers  344 . A central flange  350  extends vertically upward from a central location along the length of the base  346  and rotatably couples to proximate ends of both support rollers  344 . 
     The crossover guide assembly  306  is mounted on the body  28  of the crossover car  300  near a rear end thereof as best depicted in  FIGS. 5A-C  and H. The crossover guide assembly  306  comprises a rail assembly  352  oriented transverse to the body  28  and a guide carrier  354  slideably disposed thereon. The rail assembly  352  includes a plurality of rails or tracks  356  and a threaded rod  358  that extend transverse to the body  28  of the crossover car  300 . The threaded rod  358  is rotatable about its length via an electric or hydraulic motor or a hand operated crank (not shown). The guide carrier  354  includes a base  360  configured to engage and be slideably moveable along the tracks  356 . The base  360  also threadably couples to the rod  358  such that rotation of the rod  358  causes the guide carrier  354  to move left or right along the tracks  356  and across the width of the crossover car  300 . It is foreseen that in other embodiments the threaded rod  358  could be replaced with one or more hydraulic or pneumatic actuators or other device useable to translate the guide carrier  354  along the tracks  356 . One or more horizontal rollers or sliding surfaces can be included in a top surface  361  of the base  360  and extending parallel to the rail assembly  352  to aid movement of the ribbon rail  22  thereacross. 
     A generally planar vertical stand  362  extends vertically upward along the midline of the top surface of the base  360  and is aligned in a plane substantially parallel to the body  28  of the crossover car  300 . The vertical stand  362  comprises a pair of spaced apart vertical arms  364  with a cross member  366  joining their upper ends. Each of the vertical arms  364  has a pair of horizontal guide rollers  368  mounted thereon proximate its upper end and extending laterally outward from opposite sides thereof. 
     A vertical member  370  is rotatably coupled between the midpoint of the cross member  366  and the base  360 . The vertical member  370  includes lower and upper radially extending circular flanges  372  and  374 . The lower circular flange  372  has a diameter that is less than that of the upper circular flange  374 . The lower circular flange  372  is disposed on the vertical member  370  near the top surface  361  of the base  360  and slightly spaced apart therefrom to avoid contact between the lower circular flange  372  and the base  360 . The upper circular flange  374  is disposed on the vertical member  370  spaced a distance vertically above the lower member  372  and below the height of the horizontal guide rollers  368  on the arms  364  of the stand  362 . The vertical spacing between the lower and upper circular flanges  372 ,  374  corresponds to the height of the ribbon rail  22 . 
     As such, the lower and upper circular flanges  372 ,  374  are configured to abut the lower and upper flanges of the ribbon rail  22 , respectively, as the rail  22  passes alongside the crossover guide assembly  306 , e.g. the difference between the diameters of the upper and lower circular flanges  372 ,  374  corresponds to the difference in the widths of the head  46  and the foot  50  of the ribbon rail  22 . The diameters of the upper and lower circular flanges  372 ,  374  and the vertical spacing therebetween can be adjusted or changed to accommodate various sizes and shapes of ribbon rail  22 . The vertical position of the ribbon rail  22  is also guided or maintained from below by the top surface  361  of the base  360  and from above by the horizontal guide rollers  368  which extend over the head  46  of the rail  22 . 
     The crossover guide assembly  306  can thus guide or move the ribbon rail  22  from side-to-side across the crossover car  300  by moving the guide carrier  354  toward the ribbon rail  22 , engaging the ribbon rail  22  between the horizontal guide rollers  368  and the base  360 , and contacting the head  46  and foot  50  of the ribbon rail  22  with the upper and lower circular flanges  374 ,  372 , respectively. Once engaged, the ribbon rail  22  can be pushed or guided transverse to its length as needed to steer the ribbon rail  22  toward downstream components as described in greater detail below. 
     Processing Car 
     Referring to  FIGS. 6A-6D , the processing car  400  is coupled behind the crossover car  300  via a shared truck  30 . The processing car  400  includes the shared truck  30  at a front end of a body  28  with a dedicated truck  31  and a coupler  401  at a rear end for coupling to subsequent rail cars, such as the rail transport train  12 , located at a rear end of the car  400 . Moving from the front of the processing car  400  toward the rear, each side of the processing car  400  includes a guide box  402 , a cutting station  403 , a drill station  404 , and a secondary drive unit  405  disposed along the respective side and positioned generally across the body  28  or slightly offset from one another. As such, the processing car  400  provides two separate parallel processing paths  406  (as indicated in  FIG. 6C  by arrows  406 ) that can be followed by the ribbon rail  22  as the ribbon rail  22  traverses the processing car  400 —one path  406  along each side of the body  28 . The components  402 ,  403 ,  404 ,  405  along each path  406  are similarly configured and thus only the components  402 ,  403 ,  404 ,  405  along one of the paths  406  are described below so as not to obscure the description. It is to be understood that the components  402 ,  403 ,  404 ,  405  and others described herein, might be provided singly and can be positioned differently or omitted from the processing car  400  or machine  10  without departing from the scope of embodiments of the invention described herein. 
     The guide box  402  is configured similarly to the guide box  260  disposed on the pick-up car  200 . As such, the guide box  402  is not described in detail here. However, the guide box  402  employs a different mounting on the body  28  of the processing car  400  than that used for the guide box  260  on the pick-up car  200 . It is to be understood, however, that the guide box  402  could be mounted on the processing car  400  using the same or similar pivotable support arm as described above with respect to the guide box  260 , e.g. the support arm  262 . 
     As shown in  FIGS. 6A-C , the guide box  402  is mounted on a carriage  408  that is coupled to the body  28  of the processing car  400  by a pair of vertically disposed tracks  409  or C-shaped channels attached to the side of the body  28  with the open faces of the C shape facing toward one another. Mating bearing assemblies  410  including, for example, a plurality of wheel bearings mounted on support members, are provided on a forward and a rearward side of a frame  411  of the carriage  408  and engage the tracks  409 . A support arm  412  is provided extending from the side of the body  28  below the carriage  408  and is supportably coupled to the carriage  408  by a vertically oriented hydraulic actuator  413  disposed between a distal end of the support arm  412  and the bottom of the carriage  408 . The carriage  408  is thus vertically moveable along the tracks  409  by actuation of the actuator  413  to move the guide box  402  up or down with respect to the processing car  400 . 
     The frame  411  of the carriage  408  further includes a horizontal track assembly  414  and an associated horizontally disposed hydraulic actuator  415  that enables horizontal movement of the guide box  402  transversely toward and away from the body  28  of the processing car  400 . 
     A mounting plate  416  is disposed on the carriage  408  and couples the guide box  402  to the carriage  408 . The mounting plate  416  may be rotatably coupled to the frame  411  to enable rotation of the mounting plate  416  about a vertical axis through the plate  416  and carriage  408 . A twist actuator (not shown) can be operatively coupled between the frame  411  of the carriage  408  and the mounting plate  416  to enable rotation of the mounting plate  416  via operation of the twist actuator. 
     Using the carriage  408 , the guide box  402  is moveable both upward and downward, inward and outward from the body  28 , and is rotatable or pivotable about a vertical axis to direct the ribbon rail  22  along the path  406  as desired. The guide box  402  can thus be employed to direct the ribbon rail  22  along one of two operational routes: a bypass route  418  or a cutting route  419  as indicated by phantom lines in  FIG. 6C . As shown in the drawings, the bypass route  418  is located outboard or further away from the body  28  than the cutting route  419 . However, it is to be understood that the routes  418 ,  419  can be otherwise positioned and/or combined into a single route as desired without departing from the scope of embodiments of the invention described herein. 
     The cutting station  403  houses a saw  420  configured to cut or section the ribbon rail  22  transversely to its length. As depicted best in  FIG. 6E , the saw  420  is disposed in a fixture  421  that clamps the ribbon rail  22  while the saw  420  is moved toward and transversely to the length of the rail  22  to cut the rail  22 . The fixture  421  is coupled to the body  28  of the processing car  400  and provides a mounting location for the saw  420 . The fixture  421  provides one or more support members  426  that support the ribbon rail  22  from below when in the cutting and/or bypass routes  419 ,  418 . 
     The saw  420  is disposed on a swing arm  427  pivotably coupled to the fixture  421  near the lower edge of the fixture  421 . The swing arm  427  is generally vertically disposed with the lower end thereof pivotally coupled to the fixture  421  and the upper end coupled to the saw  420 . A hydraulic actuator  422  is disposed between the upper end of the swing arm  420  and the fixture  421  and is actuatable to pivot the swing arm  427  and the saw  420  about the lower end of the swing arm  427  to move the saw  420  outwardly away from the body  28  and toward a ribbon rail  22  disposed in the cutting station  403 . The stroke of the movement of the saw  420  on the swing arm  427  is sufficient to reach and cut through the rail  22  in the cutting route  419  but may not be sufficient to reach the rail  22  when the rail  22  is in the bypass route  418 . In another embodiment, the saw  420  is mounted on a carriage that is slideably coupled to the fixture  421  to translate the saw  420  horizontally outward from the body  28  toward the ribbon rail  22 . 
     Three hydraulic rams  424  are mounted on the fixture  421  and extend horizontally outward away from the body  28 . Two of the rams  424  are located forward of a blade  425  of the saw  420  while the third ram  424  is located rearward of the blade  425  and at a rear end of the fixture  421 . The rams  424 , when actuated extend to contact the foot  50  of a ribbon rail  22  disposed on the support members  426  and to press and hold the rail  22  against a vertically extending flange (not shown) along an opposite side of the support members  426 . 
     The saw  420  is any saw available in the art that is suitable to cut the ribbon rail  22 . For example, the saw  420  might be a model AMR-S200L from the Advanced Machine and Engineering Company of Rockford, Ill. The saw  420  may employ a carbide-tipped blade  425  that provides sparkless or substantially sparkless cutting of the ribbon rail  22  without coolants, lubricants, or other fluids being applied to the blade  425  or the rail  22 . Such is beneficial in dry environments that are susceptible to fire that might result from sparks leaving the cutting station  403 . The saw  420  can be configured as a chop saw, band saw, torch, or other form of cutting apparatus with or without the use of coolants or lubricants. For example, the saw  420  can be configured as a chop saw that pivots about an axis transverse to the blade  425  to move the blade  425  downward toward and through the ribbon rail  22 . 
     A clamping assembly  429  hingedly couples to forward and rearward most ends of the fixture  421 . Actuators  430  extend between the clamping assembly  429  and the fixture  421  or the body  28  to pivot the clamping assembly  429  between a lowered position ( FIGS. 6A and 6E ) and a raised or clamping position ( FIG. 6C ). The clamping assembly  429  may not be configured to clamp the rail  22  in the bypass route  418 . The clamping assembly  429  includes a horizontally concave panel or backstop  431  extending the length of the fixture  421  and configured to deflect metal filings and/or sparks produced by cutting the ribbon rail  22  toward the ground near or under the processing car  400 . The backstop  431  can alternatively comprise a trough configured to catch and collect the metal filings and/or sparks produced by the saw  420 . A guard panel  432  is fixedly attached along an upper outboard edge  434  of the backstop  431 . 
     Four clamps  435  are pivotally coupled along the outboard edge  434  of the backstop  431 . Each of the clamps  435  is pivotally coupled to the clamping assembly  429  along a central portion of the length of the clamp  435  to enable pivoting of the clamps  435  about an axis extending parallel to the backstop  431 . The clamps  435  are positioned along the length of the backstop  431  with one clamp  435  at the forward-most and rearward-most ends of the backstop  431  and one clamp  435  positioned adjacent to each side of the blade  425  of the saw  420 . Pivot actuators  436  are mounted on the exterior of the backstop  431  and coupled to lower ends of each of the clamps  435  to pivot the clamps  435  about their pivotal couplings. Upper ends of the clamps  435  may have a profile that compliments at least a portion of the head  46  of the ribbon rail  22  to contact the head  46  along the top and/or side thereof. The guard panel  432  may include one or more cutouts to allow at least the upper ends of the clamps  435  to pass through to the ribbon rail  22 . As such, the pivot actuators  436  can be operated to pivot the clamps  435  about their pivotal couplings to place their upper ends into contact with the head  46  of a ribbon rail  22  disposed on the support members  426  to thereby hold the rail  22  downwardly against the support members  426 . 
     The drill station  404  is mounted below a walkway  441  or main level of the processing car  400  on a retractable lift table  442 . The lift table  442  is mounted on a support platform  443  extending from the side of the body  28 . The lift table  442  comprises a scissor lift or similar assembly useable to raise the drill station  404  vertically from a retracted position ( FIGS. 6A-C ) below the walkway  441  to an operational position ( FIG. 6D ) above the walkway  441 . In the operational position, the drill station  404  may contact and support at least the foot  50  of the ribbon rail  22  from below. 
     One or more cover panels  444  are hingedly disposed over the drill station  404  and form part of the walkway  441  when the drill station  404  is in the retracted position. Respective pairs of ears  445  extend vertically upward from the lift table  442  and from a drill carriage  446  mounted on the lift table  442 . At least one pair of the ears  445  is positioned proximate to the hinged sides of each of the cover panels  444 . Distal ends of the ears  445  are rounded or curved to form a cam surface that contacts the undersides of the cover panels  444  when the lift table  442  is raised to thereby pivot the cover panels  444  upwardly about their hinged sides and allow the lift table  442  to assume the operational position. The cover panels  444  might also be configured as a single or multiple panels. The cover panels  444  are also configured to enable pivoting about their hinged sides without contacting a ribbon rail  22  positioned thereabove. 
     The drill carriage  446  is mounted on the lift table  442  and provides mounting locations for two or more drill units  447 , clamping of the ribbon rail  22  for drilling, and adjustability of the longitudinal position of the drill units  447  along the length of the rail  22 . Referring to  FIGS. 7A-7E , the drill carriage  446  comprises a pair of spaced apart tracks  448  extending longitudinally or parallel to the body  28  and fixedly coupled to the lift table  442 . A lower frame  449  includes downwardly extending legs  450  with bearing assemblies  452  disposed on lower or distal ends thereof. The bearing assemblies  452  are received by the tracks  448  to slideably couple the lower frame  449  to the tracks  448  and to enable movement of the lower frame  449  parallel to the body  28  or forward and rearward along the drill station  404 . A hydraulic actuator  453  is disposed between a cross member  454  extending between the tracks  448  and a parallel cross member  455  extending between a pair of the legs  450  on the lower frame  449  to control or provide the forward or rearward movement of the lower frame  449  on the tracks  448 . 
     A forward member  456  extends horizontally between the upper ends of the forward most legs  450  and a rearward member  458  extends between the upper ends of the rearward most legs  450  and parallel to the forward member  456 . A clamp support member  459  extends longitudinally between the upper ends of the outboard legs  450 , e.g. between the outboard forward and rearward legs  450 . The lower ends of the outboard legs  450  are joined by an outboard bar  460  extending longitudinally therebetween. The lower ends of the inboard legs  450  are similarly joined by an inboard bar  461  disposed therebetween. 
     An upper frame  462  includes a pair of parallel drill support members  464  extending longitudinally parallel to the body  28 . The drill support members  464  are joined together by a pair of tracks or channel members  465 , one of which is coupled across their forward ends and the other of which is coupled across their rearward ends. The tracks  465  are received on bearings  466  disposed on opposing faces of the forward and rearward members  456  and  458  of the lower frame  449  to slideably couple the upper frame  462  with the lower frame  449 . A pair of positioning actuators  467  is coupled between the upper frame  462  and the outboard bar  460  of the lower frame  449  to provide movement of the upper frame  462  along the bearings  466  and transverse to the body  28  and the ribbon rail  22 . 
     The two or more drill units  447  are each transversely to the drill support members  464  via one or more mounting brackets  468  (two shown for each drill unit  447 ). The drill units  447  are directed toward the clamp support member  459  of the lower frame  449 . The mounting location of the drill units  447  can be adjustable along the length of the drill support members  464  to enable the spacing between the drill units  447  to be selected or adjusted as needed. The drill units  447  can thus be mounted at a desired spacing that corresponds with spacing between mounting holes in joint bars to be used to join two segments of ribbon rail  22 . As such, holes can be simultaneously drilled in the sections of ribbon rail  22  and the joint bars installed without risk of the holes being misaligned or improperly located. 
     As depicted in  FIGS. 7A-E , two drill units  447  are employed however, four or more drill units  447  might be used. The drill units  447  comprise manually activated drills that, when activated, provide an automatic drilling operation that causes a drill bit  470  or other fixture to be extended outwardly from the drill units  447  a distance and then automatically retracted upon completion of the drilling operation. The drill units  447  might also be automatically or remotely activated and can comprise any drill unit available in the art suitable for drilling through the ribbon rail  22 , such as for example a hydraulic rail drill model RD12 from Stanley Hydraulic Tools of Milwaukie, Oreg. 
     The drill units  447  and/or the mounting brackets  468  include a guide or abutment  471  mounted thereon and extending toward the clamp support member  459  or toward the ribbon rail  22  disposed in the drill station  404 . The abutments  471  are configured to contact and stabilize the side of the ribbon rail  22  during drilling. The abutments  471  may have a profile resembling that of the web  48  and/or portions of the head  46  or foot  50  of the ribbon rail  22  to provide a positive engagement with the ribbon rail  22 . 
     With continued reference to  FIGS. 7A-E , a plurality of clamp stops  472  are rotatably coupled to the clamp support member  459  and spaced along the length thereof. The clamp stops  472  comprise elongate, generally planar members having a first portion  473  thereof extending at an angle to a second portion  474 . A pin  476  extends vertically through each clamp stop  472  generally at the intersection between the first and second portions  473 ,  474  and through the clamp support member  459  to rotatably couple the clamp stop  472  to the clamp support member  459 . A connector bar  477  is rotatably coupled to a distal end of each of the second portions  474  of the clamp stops  472  such that their rotational movements are linked and are the same from one clamp stop  472  to another. 
     At least one of the clamp stops  472  is fixedly rotationally coupled to its respective pin  476  and, the pin  476  includes an arm  478  extending radially outward therefrom that is also fixedly rotationally coupled thereto (see  FIG. 7E ). The arm  478  is disposed at an opposite end of the pin  476  from the clamp stop  472  and beneath the clamp support member  459 . A clamping actuator  479  is coupled between a distal end of the arm  478  and the lower frame  449  and, when actuated, causes rotation of the attached pin  476  and thus the clamp stop  472  fixedly rotationally coupled thereto. The remaining clamp stops  472  are also rotated due to their interconnection via the connector bar  477 . 
     Rotation of the clamp stops  472  moves the distal end of their first portions  473  toward the drill units  447  and against the web  48  of the ribbon rail  22  disposed therebetween. The ribbon rail  22  is thereby clamped between the clamp stops  472  and the abutments  471  attached to the upper frame  462  and/or drill units  447 . The clamp stops  472  and the drill units  447  can be positioned offset longitudinally and/or vertically with respect to one another so as to avoid the drill bits  470  contacting and damaging the clamp stops  472  as they drill through the ribbon rail  22 . 
     With additional reference now to  FIG. 6G , the secondary drive unit  405  is generally similar to the primary drive unit  302  and thus is not described in detail here. As depicted in  FIGS. 6A-C  and G, the secondary drive unit  405  includes two powered roller units  480  and two free or non-powered roller units  482  and thus may have less power than the primary drive unit  302  which has four powered roller units  334 . As the secondary drive unit  405  is generally tasked with loading and unloading ribbon rails  22  from the rail transport train  12  and not pulling and dragging the ribbon rail  22  along the ground to the machine  10 , the secondary drive unit  405  need not have the power capabilities of the primary drive unit  302 , although it could. 
     The secondary drive unit  405 , like the primary drive unit  302 , includes a lower housing  481   a  and a pair of upper housings  481   b  and  481   c  that are pivotally coupled to the lower housing  481   a . Actuators  487  are coupled between the lower housing  481   a  and the upper housings  481   b - c  and are operable to vertically pivot the upper housings  481   b - c  away from the lower housing  481   a  to enable ribbon rail  22  with debris thereon to pass through the secondary drive unit  405  in a manner similar to that discussed previously above with respect to the primary drive unit  302 . 
     The secondary drive unit  405  is mounted to the body  28  of the processing car  400  adjacent the rear end of the processing car  400  and on an opposite side of the cutting and drilling stations  403 ,  404  from the primary drive unit  302 . A drive mount assembly  483  that provides vertical, transverse, and rotational movement of the secondary drive unit  405  is provided. The drive mount assembly  483  includes a vertical track assembly  484  that includes a plurality of vertically extending tracks  485  that are slideably coupled to bearings  486  disposed on a support stand  488  coupled to the top and/or side of the body  28  of the processing car  400 . A lifting actuator  489  is coupled between the body  28  and the drive mount assembly  483  to provide vertical lifting or adjustment of the secondary drive unit  405 . 
     The drive mount assembly  483  includes a carriage  490  on which the drive unit  405  is mounted. The carriage  490  extends from the vertical track assembly  484  horizontally in a direction transverse and away from the body  28 . The carriage  490  is configured to enable movement of the drive unit  405  horizontally toward and away from the body  28  along a pair of tracks  491   a  via actuation of a pair of actuators  491   b ,  491   c  coupled between a mounting plate  492  that is slideably disposed on the tracks  491   a  and the carriage  490 . The drive unit  405  can thus be moved between a stowed position nearest the body  28  to an operational position furthest from the body  28  and to any point therebetween. The drive unit  405  can have up to about eighteen inches of travel or more preferably up to about six and one half inches of horizontal travel. 
     The mounting plate  492  is pivotally coupled to the carriage  490  about an elongate, cylindrical member  493  extending transverse to the body  28  to enable vertical tilting or pitching of the mounting plate  492  and the drive unit  405  coupled thereto about an axis extending coaxially with the member  493 . The actuators  491   b - c  that provide the horizontal movement of the guide plate  492  and drive unit  405  are also actuatable to tilt the guide plate  492 . The rearward actuator  491   c  is disposed between the mounting plate  492  and the carriage  490  at an upward angle. As such, the rearward actuator  491   c  can be selectively actuated with respect to the forwardly mounted actuator  491   b  to cause the mounting plate  492  to tilt or pitch about the member  493 . The drive unit  405  can thus be tilted or pitched up to about ten degrees or more preferably up to about four degrees to enable directing of the ribbon rail  22  upward or downward. 
     The drive unit  405  is rotatably coupled to the mounting plate  492  to enable rotational movement of the drive unit  405  about a generally vertical axis. A twist actuator  494  is coupled between the mounting plate  492  and the drive unit  405 . The twist actuator  494  is actuatable to rotate the drive unit  405  about its coupling with the mounting plate  492  up to about fifteen degrees or more preferably up to about six degrees to direct the ribbon rail  22  horizontally side-to-side. 
     Movements of the drive unit  405  are thus controllable using one or more of the actuators  489 ,  491   b - c , and  494 . These actuators  489 ,  491   b - c , and  494  can maintain a desired position of the drive unit  405  against forces applied on the drive unit  405  by bending or binding of the ribbon rail  22 . Or a float setting of the hydraulic system associated with the actuators  489 ,  491   b - c , and  494  can be employed to relax the actuators  489 ,  491   b - c , and  494  and allow the drive unit  405  to move to an equilibrium position with the forces applied thereon by the ribbon rail  22  to thereby relieve at least a portion of tension or binding forces applied on the rail  22 . 
     With continued reference to  FIGS. 6A-C , the processing car  400  also includes an elevated operator&#39;s station  495  and a secondary rail lifting and manipulating apparatus or crane  498   a  mounted on the body  28 . The operator&#39;s station  495  is located toward the front end of the car  400  generally forward of the cutting station  403 . The operator&#39;s station  495  is preferably positioned to provide an operator in the station  495  with an unobstructed line of sight to the cutting station  403  for viewing of the ribbon rail  22  for alignment and cutting by the cutting station  403 . Alternatively, one or more cameras (not shown) and associated monitors can be provided in the operator&#39;s station  495  to provide the operator with views of the ribbon rail  22  in association with one or more of the components  402 ,  403 ,  404 ,  405 . 
     Control stations are provided in the operator&#39;s station  495  for operation of one or more of the guide box  402 , cutting station  403 , drill units  404 , and secondary drive unit  404 . Control stations might also be provided that enable operation of components disposed on one or more of the cab car  100 , pick-up car  200 , and crossover car  300 , such as the primary drive unit  302  or crossover guide assembly  306 . The control stations are also provided in pairs with one member of each pair being positioned on a side of the operator&#39;s station corresponding to the associated components  402 ,  403 ,  404 ,  405  disposed along that side of the car  400 . Providing the control stations dedicated to operation of components  402 ,  403 ,  404 ,  405  on a single side of the processing car  400  enables simultaneous processing of ribbon rails  22  on both sides of the processing car  400 , e.g. a first ribbon rail  22  can be loaded along a left side of the processing car  400  while, at the same time, a second ribbon rail  22  is offloaded from the right side. Alternatively, a single control station might be provided that is selectively operable for controlling components disposed along both sides of the processing car  400 . 
     An elevated walkway  496  is provided for operator access to the operator&#39;s station  495 . A plurality of additional walkways  441  is disposed on a main level of the processing car  400  generally level with the top surface of the body  28  for access to the elevated walkway  496  and the components  402 ,  403 ,  404 ,  405 . One or more secondary control stations (not shown) for operation of one or more of the components  402 ,  403 ,  404 ,  405  might also be mounted on the walkways  496  or  441 . 
     The crane  498   a  is disposed near the rear end of the processing car  400  and is mounted on a stand  498   b  coupled to the body  28 . The crane  498   a  can comprise any hydraulic or electric actuated, remotely operated crane, excavator, robotic arm, or the like available in the art. For example, as depicted in  FIGS. 6A-C , the crane  498   a  comprises a model PK40002-EH crane from Palfinger USA, Inc. of Tiffin, Ohio. The crane  498   a  is disposed between the drill station  404  and the secondary drive units  405 , however, other placements are possible. The crane  498   a  includes an articulated arm  498   c  with an end-arm attachment  498   d  coupled to an end thereof that is useable to manipulate the ribbon rail  22  on the processing car  400  and/or to aid loading/unloading of a rail transport train  12  coupled to the rear end of the processing car  400 . The arm  498   c  of the crane  498   a  has sufficient length or reach to load/unload the rail  22  from the stands  16  of the rail transport train  12 . A base  498   e  of the crane  498   a  enables rotation of the crane  498   a  about a vertical axis and may provide forward and aft and/or side-to-side movements of the crane with respect to the processing car  400 . Outriggers and/or stabilizers, like the stabilizing jacks  254 , might also be provided. 
     Operation 
     The operation of the rail loading and unloading machine  10  will now be described in accordance with an embodiment of the invention. For loading of a ribbon rail  22  onto a rail transport train  12  by the machine  10 , the ribbon rail  22  is first detached from the track bed and/or ties. Where parallel or side-by-side sets of tracks are available the machine  10  can be driven along the parallel set of tracks to a location adjacent or near the detached ribbon rail  22 . Where only a single set of tracks is available, new or replacement track, e.g. ribbon rail  22 , is installed prior to picking up the detached ribbon rail  22  with the machine  10 . In such an instance, the machine  10  might first be employed to lay the new or replacement track or ribbon rail  22  alongside the track that is to be replaced before it is detached from the track bed. In either scenario, the machine  10  and a rail transport train  12  are driven along a set of existing tracks using a locomotive coupled to the machine  10  or to the rail transport train  12  to a location near an end of the ribbon rail  22  to be loaded onto the rail transport train  12 . The end of the ribbon rail  22  is positioned generally alongside the pick-up car  200  with the length of the ribbon rail  22  extending forward of the machine  10 . 
     The stabilizing jacks  254  can be actuated to stabilized the pick-up car  200  prior to or during operation of the rail lifting and manipulating apparatus  204 . Stabilizing jacks  254  might also be actuated on one or more of the crossover car  300  and processing car  400  to provide stabilization thereof. The stabilizing jacks  254  are actuated to extend the pistons  256  vertically downward and to place the feet  258  into contact with the frame  40  of the truck  30  located below the respective stabilizing jack  254 . The stabilizing jacks  254  can be extended to fully eliminate the suspension system  44  of the trucks  30  or might be extended to only partially restrict movements of the suspension  44 . The stabilizing jacks  254  might also be selectively extended to provide leveling of the pick-up car  200 , crossover car  300 , and/or processing car  400 . 
     The guide box  260  on the same side of the pick-up car  200  as the ribbon rail  22  is pivoted outwardly from the stowed position to the operational position by the actuator  264 , as depicted in phantom lines in  FIG. 3C . The jaws  276  of the guide box  260  are pivoted away from one another to the open position by actuating the actuators  278 . The rail lifting and manipulating apparatus  204  grasps the rail  22  using the jaws  252  of the end arm tool  250  and orients the rail  22  in an upright position with the head  46  of the rail  22  vertically above the web  48  and foot  50 . The ribbon rail  22  is laid or inserted between the jaws  276  of the guide box  260  and the actuators  278  actuated to pivot the jaws  276  to the vertical position with the rail captured therebetween. As such, the foot  50  of the rail  22  is located on the base rollers  270  and the head  46  is disposed between the first segments  292  and against or adjacent the second segments  294  of the rollers  284 . 
     The rail lifting and manipulating apparatus  204  feeds the end of the ribbon rail  22  into the primary drive unit  302  located along the same side of the machine  10  as the guide box  260  and the ribbon rail  22 . Alternatively, the rail lifting and manipulating apparatus  204  can feed the end of the ribbon rail  22  into the primary drive unit  302  first and then place the rail  22  into the guide box  260 . 
     The rail lifting and manipulating apparatus  204  may be used to pull the ribbon rail  22  toward the guide box  260  and/or the primary drive unit  302  in order to engage the rail  22  in those components. The machine  10  might also be moved along the tracks to aid in such manipulations. The drive motors  242  on the platform  224  can be used to move the rail lifting and manipulating apparatus  204  along the transit rail  202  to pull the ribbon rail  22 . The cogwheels  244  of the drive motors  242  and the chain  216  attached to the web  214  of the transit rail  202  provide a strong positive engagement that enables the rail lifting and manipulating apparatus  204  to pull the ribbon rail  22  with greater than 80,000 pounds of pulling force, e.g. the drive motors  242  can drive the rail lifting and manipulating apparatus  204  along the transit rail  202  while the rail lifting and manipulating apparatus  204  grasps the ribbon rail  22 . The actuation of the rail lifting and manipulating apparatus  204  about one or more of its axes might also provide additional pulling power. 
     The ribbon rail  22  is received in the drive channel  338  of the primary drive unit  302  and between the drive roller units  334 . The motors  342  are activated to drive the drive roller units  334  and draw the ribbon rail  22  through the primary drive unit  302 . The drive unit  302  is configured to provide greater than 120,000 pounds of pulling force on the ribbon rail  22  but, if needed the rail lifting and manipulating apparatus  204  can provide additional pulling force as described above. 
     The position of the primary drive unit  302  can be manipulated to move the unit  302  inboard or outboard using the positioning actuators  322 , tilted vertically using the tilt actuator  324 , or rotated about a vertical axis using the twist actuator  331  to steer the ribbon rail  22  over the support roller assembly  304  and toward a desired side of the cross-over car  300 . Upon engagement of the ribbon rail  22  with a desired downstream component as described below, the hydraulic systems used to operate the actuators  322 ,  324 , and  331  can be relaxed using a float setting. The float setting enables the drive unit  302  to move freely based on forces applied thereon by, for example, bending and tension forces applied to the rail  22 . As such, the drive unit  302  can be allowed to move to reduce such forces and forces applied to upstream and downstream components. The guide box  260  can also utilize a float setting in a similar manner. 
     The ribbon rail  22  passes over the support roller assembly  304  and to the crossover guide assembly  306 . The ribbon rail  22  can be directed to an opposite side of the crossover car  300  by the crossover guide assembly  366  or can continue along the same side to the processing car  400 . The ribbon rail  22  is positioned on the guide carrier  354  of the crossover guide assembly  304  to the side of the vertical stand  362  corresponding with the side of the crossover car  300  to which the rail  22  is to be directed, e.g. the rail  22  is positioned on the right side of the vertical stand  362  to direct the rail  22  to the right side of the crossover car  300  and vice versa. The rail  22  is also positioned between the guide rollers  368  and rollers disposed in the base  360  thereof. The threaded rod  358  coupled to the guide carrier  354  is rotated to move the guide carrier  354  left or right across the crossover guide assembly  304  and thereby push the rail  22  left or right toward the desired side of the crossover car  300  and toward the desired path  406  along the processing car  400 . 
     The ribbon rail  22  is next received by the guide box  402  mounted on the processing car  400 . As described previously, the guide box  402  is similarly configured to the guide box  260  on the pick-up car  200 . The rail  22  is thus similarly received by the guide box  402 , e.g. jaws of the guide box  402  are pivoted outwardly to the open position, the rail  22  is inserted therebetween, and the jaws are pivoted to the vertical position with the rail  22  therebetween. The guide box  402  might also be moved up, down, left, or right to ease insertion of the rail  22  therein using the carriage  408  and associated components. 
     After receipt of the ribbon rail  22  by the guide box  402 , the guide box  402  can be moved up, down, left, or right to position the rail  22  on the bypass route  418  or the cutting route  419 , the cutting route  419  being chosen when the rail  22  is to be cut and/or drilled for coupling to another section of rail  22 . When the bypass route  418  is chosen, the rail  22  is driven by the primary drive unit  302  past the cutting station  403  and the drill station  404  to the secondary drive unit  405 . The rail  22  may be supported between the guide box  402  and the secondary drive unit  405  by the support members  426  on the cutting station  403  and/or by one or more rollers  499  extending vertically upward from the walkway  441  near the drill station  404 . 
     The secondary drive unit  405 , like the primary drive unit  302  receives the rail  22  in a drive channel thereof. The secondary drive unit  405  is moved vertically along its associated track assembly  484 , horizontally via the carriage  490 , pitched and/or rotated about a vertical axis to direct the rail  22  toward a desired location on the trailing rail transport train  12 . The crane  498   a  can also be employed to grasp the rail  22  subsequent to the secondary drive unit  405  and to direct the rail  22  into a pocket on the stands  16  of the rail transport train  12 . The secondary drive unit  405  and the guide box  402  can also utilize a float setting to allow them to move freely and reduce forces applied to the rail  22  as discussed previously above with respect to the primary drive unit  302  and the guide box  260 . 
     When the rail  22  is engaged in both the primary and secondary drive units  302 ,  405  one of the units  302 ,  405  can be powered down or placed in a neutral or freewheeling operational mode such that only one of the units  302 ,  405  drives the rail  22 . Or both units  302 ,  405  can simultaneously drive the rail  22 . The drive units  302 ,  405  can be operatively coupled for simultaneous operation such that both units  302 ,  405  drive the rail  22  at the same speed to avoid buckling or binding of the rail  22  therebetween. One or both of the drive units  302 ,  405  can also be provided with a clutch or similar system to accommodate for the units  302 ,  405  driving the rail  22  at different speeds. 
     When the rail  22  is to be cut the cutting route  419  is chosen. Initially, the rail  22  is passed from the guide box  402  to the secondary drive unit  405  as described above and is driven along the cutting route  419 . The available movements of the guide box  402  and the secondary drive unit  405  might also be employed to move the ribbon rail  22  from the bypass route  418  to the cutting route  419  or vice versa after being passed along the length of the processing car  400 . 
     An operator located in the elevated operator&#39;s station  495  or at an auxiliary operator&#39;s station (not shown) mounted along the walkway  441  or  496  can control the primary and/or secondary drive units  302 ,  405  to position the rail  22  in the cutting station  403  such that a cutting location along the rail  22  is lined up with the blade  425  of the saw  420 . The actuators  430  are actuated to pivot the clamping assembly  429  from the lowered position to the raised, clamping position. The three rams  424  are extended to contact and hold the rail  22  on the support members  426  and, the clamps  435  are pivoted to hold the rail  22  downwardly against the support members  426 . The saw  420 , with the blade  425  rotating, is pivoted toward the rail  22  until reaching the end of its stroke with the blade  425  cutting through the rail  22  and then retracts to its original position. The rams  424  and the clamps  435  are retracted or released and the clamping assembly  429  pivoted to the lowered position. The movements of the saw  420 , rams  424 , and clamping assembly  429  can be configured for manual or automatic operation. 
     After cutting of the rail  22  a forward section of the rail  22  is driven by the primary drive unit  302  while a rearward section of the rail  22  is driven by the secondary drive unit  405 . The rearward section of the rail  22  is thus driven by the secondary drive unit  405  onto the rail transport train  12 . The forward section of the rail  22  is driven by the primary drive unit  302  toward the secondary drive unit  302  to again engage the forward section of the rail  22  with the secondary drive unit  405  to continue loading the rail  22  on the rail transport train  12 . 
     The rail  22  might be cut during a loading operation such as this when a pocket of the rail transport train  12  is full. Thus, the rail  22  is cut and the forward section thereof is placed in a different pocket. Alternatively, in an unloading operation, after cutting the rail  22 , the forward section is driven by the primary drive unit  302  forward and off of the machine  10  adjacent to the tracks on which the machine  10  is traveling. The rearward section can then be driven forward by the secondary drive unit  405  toward the primary drive unit  302  for continued unloading or returned to the rail transport train  12 . 
     During loading and/or unloading of the ribbon rail  22  there is often a need to join a forward section of rail  22  end-to-end with a rearward section of rail  22 . For example, it is desirable to completely fill pockets on the rail transport train  12 , but the lengths of ribbon rail  22  that are picked up may not coincide with the lengths of the pockets. Thus, during loading of the ribbon rail  22  two sections of rail  22  can be coupled together to fill the respective pocket. 
     To join a forward section of rail  22  with a rearward section, the forward section is driven by the primary drive unit  302  while the rearward section is driven by the secondary drive unit  405  to bring their ends together at the drill station  404 . Both drive units  302 ,  405  can be controlled by an operator in the operator&#39;s station  495 . 
     The drill station  404  is raised from beneath the walkway  441  by actuating the lift table  442 . As the lift table  442  raises, the ears  445  contact the cover panels  444  and act as cams to pivot the cover panels  444  open. The drill units  447  are aligned vertically with the web  48  of the forward and rearward sections of rail  22 . The drill units  447  are also aligned along the length of the forward and rearward sections of the rail  22  such that at least one drill unit  447  is aligned to drill each of the sections, e.g. at least one hole will be drilled in the forward section and one hole will be drilled in the rearward section. The primary and secondary drive units  302 ,  405  can be employed to adjust the positions of the forward and rearward sections of the rail  22  independently or the drill carriage  446  can be moved along the length of the rails  22  using the tracks  448  and their associated bearings  452  and positioning actuator  453 . 
     The clamping actuator  479  is actuated to rotate the first portions  473  of the clamp stops  472  into contact with the webs  48  of the forward and rearward sections of rail  22 . The drill carriage  446  is moved toward the sections of rail  22  from the side opposite the clamp stops  472  by actuating the actuator  467  to place the abutments  471  into contact with the rails  22 . Thereby, sections of rail  22  are clamped in position between the abutments  471  and the clamp stops  472 . An operator standing on the walkway  441  or positioned in the operator&#39;s station  495  can then activate the drill units  447  to drill the sections of rail  22 . The drill bits  470  of the drill units  447  extend outwardly from the drill units  447  to drill through the rail  22  and then retract. The drilled rails  22  can be released from the clamp stops  472  and the abutments  471  and the drill station  404  retracted beneath the walkway  441 . The operator is thus provided with ample workspace to install joint bars plates  52  on each side of the webs  48  of the rail sections  22 , e.g. operator can stand on top of the cover panels  444  and the drill station  404  does not obstruct his or her activities. 
     The joint bars  52  comprise elongate flat bar stock with mounting holes therein. The mounting holes are spaced to correspond with the spacing of the drill units  447  such that mounting holes in the joint bars  52  align with the holes drilled in the sections of rail  22 . The operator can thus easily install bolts  54  or other fasteners through the mounting holes and the drilled holes in the rails  22  without the need to realign the sections of rail  22  and without the risk of the holes being misaligned; misalignment of the holes might result in the joint bars  52  not fitting because the drilled holes in the rails  22  are too far apart, or a gap between the ends of the rail sections  22  because the drilled holes are too close together. The joined sections of rail  22  can then be loaded onto the rail transport train  12  or unloaded as desired. 
     As depicted in  FIG. 8 , the joint bars  52  and/or bolts  54  used to join the sections of rail  22  can extend sufficiently outward from the web  48  to obstruct passage of the rail  22  through the guide boxes  260 ,  402 . Debris  56 , such as material from an upset weld, attached to the ribbon rail  22  might also form such obstructions, as depicted in  FIG. 9 . However, the guide boxes  260 ,  402  and the drive units  302 ,  405  are configured to enable passage of such obstructions. As described previously, upon encountering an obstruction by one of the guide boxes  260 ,  402 , the hydraulic actuator  290  coupled between the roller housing  286  and the distal end of the jaw  276  of the guide box  260 ,  402  allows the roller assembly  280  to pivot about the coupling with the ears  280  to raise the roller  284  away from the ribbon rail  22  and allow the obstruction to pass without disengaging the ribbon rail  22  from the guide box  260 ,  402 . Similarly, the actuators  339 ,  487  coupled to the upper housings  335   a - b ,  481   b - c  of the primary and secondary drive units  302 ,  405 , respectively, can be actuated to raise the upper housings  335   a - b ,  481   b - c  to allow passage of the obstructions. If necessary, the forward  335   a ,  481   b  upper housings can be raised independent of the rearward upper housings  335   b ,  481   c  to enable the drive roller units disposed in at least one of the housings  335   a - b ,  481   b - c  to remain in driving contact with the rail  22  at all times. Additionally, when the rail  22  is engaged in both the primary and secondary drive units  302 ,  405  both of the upper housings  335   a - b ,  481   b - c  of one of the drive units  302 ,  405  can be raised while the drive roller units of the other drive unit  304 ,  405  remains in driving contact with the rail  22 . 
     In an unloading operation, the rail lifting and manipulating apparatus  498   a  is employed to extract a ribbon rail  22  from the stands  16  of the rail transport train  22  and to insert the end thereof into the secondary drive unit  405 . The secondary drive unit  405  can then drive the rail  22  forward along the path  406  to the guide box  402  and on to the crossover car  300 . As done in loading, the crossover guide assembly  306  can be used to steer the rail  22  toward a desired side, e.g. left or right, of the crossover car  300  and toward either the left or right primary drive unit  302 . The rail lifting and manipulating apparatus  204  on the pick-up car  200  can be used to aid insertion of the rail  22  into the primary drive unit  302  or workers can manually steer the rail  22 , such as by hand or using crowbars or the like. Alternatively, the rail lifting and manipulating apparatus  204  and/or the guide box  402  on the processing car  400  can steer the rail  22  from the processing car  400  directly toward the ground adjacent to the machine  10  without passing the rail  22  over the crossover car  300  or through the primary drive unit  302 . 
     After passing through the primary drive unit  302 , the rail  22  is inserted into the guide box  260  on the pick-up car  200  by the rail lifting and manipulating apparatus  204 . The rail  22  is then guided toward the ground adjacent to the machine  10  by the guide box  260  and/or by the rail lifting and manipulating apparatus  204 . The rail lifting and manipulating apparatus  204  might alternatively direct the rail  22  directly toward the ground from the primary drive unit  302  without using the guide box  260 . The primary drive unit  302  might also be moved horizontally, vertically, pitched, or rotated about a vertical axis as described previously to direct the rail  22  toward the ground alongside the machine  10 . 
     The primary and/or secondary drive units  302 ,  405  can drive the rail  22  off of the machine  10  along the ground forward of the machine  10 . The machine  10  might also be moved rearward while the rail  22  is driven off to aid the unloading thereof. 
     Many different arrangements of the various components depicted, as well as components not shown, are possible without departing from the scope of the claims below. Embodiments of the technology have been described with the intent to be illustrative rather than restrictive. Alternative embodiments will become apparent to readers of this disclosure after and because of reading it. Alternative means of implementing the aforementioned can be completed without departing from the scope of the claims below. Certain features and sub-combinations are of utility and may be employed without reference to other features and sub-combinations and are contemplated within the scope of the claims.