HI-WAY The Mass Transit Edition

THE MASS TRANSIT EDITION

STILLWELL AVENUE TERMINAL PROJECT P.10

RAILROAD TRACK SAFETY P.18

2nd Quarter 2016

TECHNOLOGY: THESE ARE THE DRONES YOU’RE LOOKING FOR P.22

HIWAY | 1

ABOUT

O

in response to NY area commuter railroads being voted among the worst in the nation, mandated changes and provided the capital for major transit improvements in the area’s rapid transit lines.

FLASHBACK: ALL STATION HIGHLIGHTS

n behalf of the executive team and our marketing department, we are pleased to publish the third employee newsletter of Halmar HI-Way. This issue’s theme is Mass Transit, and it focuses on some of our best work throughout the last half-century in the Mass Transit Industry. Reading through this issue you’ll find fun, engaging articles with interesting mass transit facts and figures, and the part in it that Halmar has and continues to play.

MASS TRANSIT CAPITAL SPENDING

Since the beginning, Halmar’s evolution and growth can, in large part, be traced to our work in mass transit. Beginning in the late 80’s Halmar struck out from its traditional bridge and highway work and made the strategic decision to pursue mass transit work as a new area to grow the company.

We hope you enjoy this issue’s Mass Transit focus and of course, all the regular columns including Current Project Updates, Safety Technology, New Technologies, Weddings, Births and New Hires, Halmar Swag and our social pages.

PROJECTS: STILLWILL AVENUE TERMINAL

Take an in-depth look at this innovative, award winning project that gave NYCT a station that married a perfect blend of form and function at one of their major transportation hubs.

Hi-Way takes you back for a look at Halmar’s legacy of train station projects.

A sneak peek into Mass Transit future plans for capital spending right in our backyard.

A HISTORY OF THE HARD HAT

NYCT, and the MTA in general, had come out of the 70’s acknowledging that serious upgrades to stations and rail transit infrastructure were required to allow for the upsurge in growth of the tri-state area’s economies. In fact, then Governor Rockefeller,

Halmar’s well-timed decision to pursue mass transit work, and in the 90’s airport work, were both instrumental in the firm’s major growth in the last years of the 20th Century, and helped grow Halmar’s reputation from one of a large successful regional contractor into one with nationwide recognition.

We’d like to thank everyone for the Newsletter’s positive EE enjoy this and other forthcoming issues, JT YANKyou reception andNhope ST each one an individual building block in the great construct that is our history...and our Halmar. This is HI-Way.

Sincerely, Chris Larsen & Paul Atkins

e Extensio Lin

7

A history lesson on one of the most recognizable pieces of safety equipment in our industry!

RAILROAD TRACK SAFETY

A brief review of the guidlelines and culture surrounding working on the tracks everyday.

1985

1990

1995

a ee St dium nk

in Yard Pitk

50t

2005

NJT Y a

erry Termina hF

Sou t

Sti ll w

Conco ur

2000

TH Harrison PA

ti on Sta

Devil is in the details, Brooklyn in da-house and it’s racing season.

Avenue Ter ell

ox lB

HALMAR SPORTS

Stati on Reh th

nal mi

New hires! Someone got married and who’s that wearing Halmar-swag? It’s nice!

i on Stat Rebh et

io ilitat ns ab

r Street Sta cto

ilitati on ab

HALMAR CULTURE

treet Vent Pl hS

t an

How these “not-toys” are changing the way we plan, survey and develop a site.

Line Resigna se

ti on liza

ystems Up g AS

e rad

DRONES

n tio

© 2016 | 2 HIWAY

DEAR EMPLOYEES

n

Sincerely, Kim Begonja Editor

A look back at over two decades of how we shuffled around town.

IUM AD

Just as different components are masterfully united by engineers to create something greater than the sum of its parts, so too, is HI-WAY a component we aim to present as the organic memory bank of Halmar. Always evolving, yet never forgetting what brought us to where we are now.

EVOLUTION OF PUBLIC TRANSPORTATION

SIRT O

This newsletter plays a vital role in keeping all of our employees, vendors, partners and clients connected and as we grow and evolve we hope to bring you all the important issues and achievements that contribute to our continued success.

WELCOME TO THE MASS TRANSIT EDITION OF HI-WAY, THE HALMAR NEWSLETTER!

Metro No r

With an intense spotlight on the Mass Transit projects that have played a pivotal role in Halmar’s early and continued success, we are pleased to bring you the third edition of Halmar’s HI-WAY!

04 08 10 12 14 16 18 22 24 26

Curious about the latest word on any of our current projects?

Check the “Current Project Updates” section out and see what’s developing.

86th Str e

FROM THE EDITOR

CURRENT PROJECT UPDATES

Re

HIWAY

2010

2015 HIWAY | 3

ABOUT

O

in response to NY area commuter railroads being voted among the worst in the nation, mandated changes and provided the capital for major transit improvements in the area’s rapid transit lines.

FLASHBACK: ALL STATION HIGHLIGHTS

n behalf of the executive team and our marketing department, we are pleased to publish the third employee newsletter of Halmar HI-Way. This issue’s theme is Mass Transit, and it focuses on some of our best work throughout the last half-century in the Mass Transit Industry. Reading through this issue you’ll find fun, engaging articles with interesting mass transit facts and figures, and the part in it that Halmar has and continues to play.

MASS TRANSIT CAPITAL SPENDING

Since the beginning, Halmar’s evolution and growth can, in large part, be traced to our work in mass transit. Beginning in the late 80’s Halmar struck out from its traditional bridge and highway work and made the strategic decision to pursue mass transit work as a new area to grow the company.

We hope you enjoy this issue’s Mass Transit focus and of course, all the regular columns including Current Project Updates, Safety Technology, New Technologies, Weddings, Births and New Hires, Halmar Swag and our social pages.

PROJECTS: STILLWILL AVENUE TERMINAL

Take an in-depth look at this innovative, award winning project that gave NYCT a station that married a perfect blend of form and function at one of their major transportation hubs.

Hi-Way takes you back for a look at Halmar’s legacy of train station projects.

A sneak peek into Mass Transit future plans for capital spending right in our backyard.

A HISTORY OF THE HARD HAT

NYCT, and the MTA in general, had come out of the 70’s acknowledging that serious upgrades to stations and rail transit infrastructure were required to allow for the upsurge in growth of the tri-state area’s economies. In fact, then Governor Rockefeller,

Halmar’s well-timed decision to pursue mass transit work, and in the 90’s airport work, were both instrumental in the firm’s major growth in the last years of the 20th Century, and helped grow Halmar’s reputation from one of a large successful regional contractor into one with nationwide recognition.

We’d like to thank everyone for the Newsletter’s positive EE enjoy this and other forthcoming issues, JT YANKyou reception andNhope ST each one an individual building block in the great construct that is our history...and our Halmar. This is HI-Way.

Sincerely, Chris Larsen & Paul Atkins

e Extensio Lin

7

A history lesson on one of the most recognizable pieces of safety equipment in our industry!

RAILROAD TRACK SAFETY

A brief review of the guidlelines and culture surrounding working on the tracks everyday.

1985

1990

1995

a ee St dium nk

in Yard Pitk

50t

2005

NJT Y a

erry Termina hF

Sou t

Sti ll w

Conco ur

2000

TH Harrison PA

ti on Sta

Devil is in the details, Brooklyn in da-house and it’s racing season.

Avenue Ter ell

ox lB

HALMAR SPORTS

Stati on Reh th

nal mi

New hires! Someone got married and who’s that wearing Halmar-swag? It’s nice!

i on Stat Rebh et

io ilitat ns ab

r Street Sta cto

ilitati on ab

HALMAR CULTURE

treet Vent Pl hS

t an

How these “not-toys” are changing the way we plan, survey and develop a site.

Line Resigna se

ti on liza

ystems Up g AS

e rad

DRONES

n tio

© 2016 | 2 HIWAY

DEAR EMPLOYEES

n

Sincerely, Kim Begonja Editor

A look back at over two decades of how we shuffled around town.

IUM AD

Just as different components are masterfully united by engineers to create something greater than the sum of its parts, so too, is HI-WAY a component we aim to present as the organic memory bank of Halmar. Always evolving, yet never forgetting what brought us to where we are now.

EVOLUTION OF PUBLIC TRANSPORTATION

SIRT O

This newsletter plays a vital role in keeping all of our employees, vendors, partners and clients connected and as we grow and evolve we hope to bring you all the important issues and achievements that contribute to our continued success.

WELCOME TO THE MASS TRANSIT EDITION OF HI-WAY, THE HALMAR NEWSLETTER!

Metro No r

With an intense spotlight on the Mass Transit projects that have played a pivotal role in Halmar’s early and continued success, we are pleased to bring you the third edition of Halmar’s HI-WAY!

04 08 10 12 14 16 18 22 24 26

Curious about the latest word on any of our current projects?

Check the “Current Project Updates” section out and see what’s developing.

86th Str e

FROM THE EDITOR

CURRENT PROJECT UPDATES

Re

HIWAY

2010

2015 HIWAY | 3

PROJECT UPDATES

The latest goings-on at your site from your Project Managers

LaGuardia Airport

Project Manager: John Cinguina

Route 9W Bridge over Popolopen Creek Project Manager: Brendan McLaughlin

T

H

almar has been busy adapting to the unforeseen conditions and challenges with retrofitting a 100-year old bridge. Pier 2 which stands 50’ tall has been formed and poured with concrete and crews worked diligently on top of it preparing to start SLO, then followed with Bearings and Pins replacement. Pier 1 forming and pouring of concrete is in progress. The new roadway for stage 1 suspended span has encountered structural steel fit-up issues and slowed progress. DOT has acknowledged the problems and is extending the project durations. Revised completion date is now July 2016.

he end of 2015 saw the completion of several work orders where Halmar was the General Contractor for the Port Authority of NY/NJ at the Laguardia Airport Infrastructure Project. These included the development of Ingraham’s Mountain, East End Garage Exit Toll Plaza, and the completion of utility trunklines and distribution landside with the East and West Utility Trunkline Relocations work order, and airside with the West End 5kV Ductbank Infrastructure Upgrade, the Medium Voltage Distribution in the Central Terminal and East End Terminal Area. The work consisted primarily of the construction of 5kV, 600V, and Communications ductbanks landside and airside with the subsequent pulling cable and splices for Port Authority use in their continued upgrades. Other work was a massive soil excavation in the mountain created from the spoils of the Lincoln Tunnel in an area known as Ingraham’s Mountain. And, finally, the redevelopment of Parking Lot 4, which consisted of utility relocations, installation, paving, and the addition of a new toll booth plaza for the new parking garage.

Field Lighting Vault, and as the Construction Manager on the Medium Voltage Distribution in the East End Terminal Area.

In addition, work will continue with the next phase of the development of Ingraham’s mountain.

2015 had a great start with John Cinguina leading the team at LaGuardia which required work day and night in addition to most weekends in order to complete work around the hectic airport operations at LaGuardia. This was a great year for Halmar LaGuardia due to the intense planning of the project team, and the excellent execution by the field teams. There was great effort by all involved from the Project Engineers, Field Engineers, Superintendents, Foremen, Safety Managers, AP/Accounting, and NJC Support. 2016 will see the Halmar Team continue with the same efforts in regards to planning and execution-continuing “The Halmar Way”.

Work continues into 2016 with Halmar constructing the East HIWAY | 4

HIWAY | 5

PROJECT UPDATES

The latest goings-on at your site from your Project Managers

LaGuardia Airport

Project Manager: John Cinguina

Route 9W Bridge over Popolopen Creek Project Manager: Brendan McLaughlin

T

H

almar has been busy adapting to the unforeseen conditions and challenges with retrofitting a 100-year old bridge. Pier 2 which stands 50’ tall has been formed and poured with concrete and crews worked diligently on top of it preparing to start SLO, then followed with Bearings and Pins replacement. Pier 1 forming and pouring of concrete is in progress. The new roadway for stage 1 suspended span has encountered structural steel fit-up issues and slowed progress. DOT has acknowledged the problems and is extending the project durations. Revised completion date is now July 2016.

he end of 2015 saw the completion of several work orders where Halmar was the General Contractor for the Port Authority of NY/NJ at the Laguardia Airport Infrastructure Project. These included the development of Ingraham’s Mountain, East End Garage Exit Toll Plaza, and the completion of utility trunklines and distribution landside with the East and West Utility Trunkline Relocations work order, and airside with the West End 5kV Ductbank Infrastructure Upgrade, the Medium Voltage Distribution in the Central Terminal and East End Terminal Area. The work consisted primarily of the construction of 5kV, 600V, and Communications ductbanks landside and airside with the subsequent pulling cable and splices for Port Authority use in their continued upgrades. Other work was a massive soil excavation in the mountain created from the spoils of the Lincoln Tunnel in an area known as Ingraham’s Mountain. And, finally, the redevelopment of Parking Lot 4, which consisted of utility relocations, installation, paving, and the addition of a new toll booth plaza for the new parking garage.

Field Lighting Vault, and as the Construction Manager on the Medium Voltage Distribution in the East End Terminal Area.

In addition, work will continue with the next phase of the development of Ingraham’s mountain.

2015 had a great start with John Cinguina leading the team at LaGuardia which required work day and night in addition to most weekends in order to complete work around the hectic airport operations at LaGuardia. This was a great year for Halmar LaGuardia due to the intense planning of the project team, and the excellent execution by the field teams. There was great effort by all involved from the Project Engineers, Field Engineers, Superintendents, Foremen, Safety Managers, AP/Accounting, and NJC Support. 2016 will see the Halmar Team continue with the same efforts in regards to planning and execution-continuing “The Halmar Way”.

Work continues into 2016 with Halmar constructing the East HIWAY | 4

HIWAY | 5

Shaft 4

PATH Harrison Station

NYC DEP Project Manager: Leo Dragone

Port Authority New York & New Jersey Project Manager: Terry OConnell

A

pproximately 60% of the overall project has been negotiated to date – East Station Houses and Platforms. The structural steel and hollow core precast for the northeast station house is currently being fabricated and is set to be installed starting in late January. The southeast station house is currently on hold awaiting execution of the easement agreement between PATH and Amtrak. Material for the southeast station house is being fabricated despite the executed easement agreement and continues to arrive onsite. The Ben Harjay building demolition at the southeast quadrant is currently being demolished and set to be completed in late February. This area will then be used as an additional laydown area for all the southeast station house materials. The project schedule currently shows June 2018 completion of the East station houses / platforms.

At Shaft 4 , the 60 Day Facility testing was completed in December. Currently, we are waiting for the Modifications to the Cement lining change order to be registered by DEP in order for us to commence this work. This extra work involves our subcontractor to sandblast the interior of the 48” pipes and re-line the pipes with an epoxy paint.

Patroon Island Bridge Rehabilitation NYCDOT Project Manager: Don Curly

The Patroon Project has taken advantage of the mild winter and completed all contract roadway work and traffic is in its final configuration with all line striping and signage in place. The last of the 416 bearings has been changed out and all structural lifting on the project is complete.

All painting operations are completed on both the stack bridges and the Patroon Bridge and final touchup and shield removal will be completed in the spring.

Mill Basin Bridge Replacement NYCDOT Project Manager: John Cinguina The Mill Basin Bridge Project saw the completion of stage 2 of 4 in January of 2016. All traffic is presently moved away from the existing bridge and the project has full access to construct the bridge out of the traffic. Traffic switches on the south side of the project was completed on December 14 and on the North Side of the project on January 14.

Presently MBBC has three large cranes on the project all performing foundations work. Pile work is progressing on the South Abutment and on a barge at Pier 9. Cofferdam and stage line sheeting is progressing on the North Abutment side of the project. Surcharge areas are being prepared. Menard completed wick drain installation on the South Abutment surcharge the first week in January and is presently working on the North Abutment Side of the project.

foundation and piers, drainage, and embankment and surcharge work.

Utility Relocation for the Jamaica Bay Riding Academy are presently moving ahead. Water lines, electric and telephone relocation will be completed in early February. Upcoming work for the remainder of the winter and early spring includes pile driving, construction of MSES and GRES walls, structural concrete

The project has welcomed the following new staff – Chris Mezzanotte - Superintendent and Wayne Scheers. Additionally Peter Milano and Paul Spickerman have come to the project as the General Superintendent and Paving and Site Work Superintendent.

HIWAY | 6

Currently a small crew is focusing on final cleanup and some additional work from NYSDOT will be completed in the spring. Final punch list, final restoration and demobilization from the project resumed in March and will be completed by early June.

HIWAY | 7

Shaft 4

PATH Harrison Station

NYC DEP Project Manager: Leo Dragone

Port Authority New York & New Jersey Project Manager: Terry OConnell

A

pproximately 60% of the overall project has been negotiated to date – East Station Houses and Platforms. The structural steel and hollow core precast for the northeast station house is currently being fabricated and is set to be installed starting in late January. The southeast station house is currently on hold awaiting execution of the easement agreement between PATH and Amtrak. Material for the southeast station house is being fabricated despite the executed easement agreement and continues to arrive onsite. The Ben Harjay building demolition at the southeast quadrant is currently being demolished and set to be completed in late February. This area will then be used as an additional laydown area for all the southeast station house materials. The project schedule currently shows June 2018 completion of the East station houses / platforms.

At Shaft 4 , the 60 Day Facility testing was completed in December. Currently, we are waiting for the Modifications to the Cement lining change order to be registered by DEP in order for us to commence this work. This extra work involves our subcontractor to sandblast the interior of the 48” pipes and re-line the pipes with an epoxy paint.

Patroon Island Bridge Rehabilitation NYCDOT Project Manager: Don Curly

The Patroon Project has taken advantage of the mild winter and completed all contract roadway work and traffic is in its final configuration with all line striping and signage in place. The last of the 416 bearings has been changed out and all structural lifting on the project is complete.

All painting operations are completed on both the stack bridges and the Patroon Bridge and final touchup and shield removal will be completed in the spring.

Mill Basin Bridge Replacement NYCDOT Project Manager: John Cinguina The Mill Basin Bridge Project saw the completion of stage 2 of 4 in January of 2016. All traffic is presently moved away from the existing bridge and the project has full access to construct the bridge out of the traffic. Traffic switches on the south side of the project was completed on December 14 and on the North Side of the project on January 14.

Presently MBBC has three large cranes on the project all performing foundations work. Pile work is progressing on the South Abutment and on a barge at Pier 9. Cofferdam and stage line sheeting is progressing on the North Abutment side of the project. Surcharge areas are being prepared. Menard completed wick drain installation on the South Abutment surcharge the first week in January and is presently working on the North Abutment Side of the project.

foundation and piers, drainage, and embankment and surcharge work.

Utility Relocation for the Jamaica Bay Riding Academy are presently moving ahead. Water lines, electric and telephone relocation will be completed in early February. Upcoming work for the remainder of the winter and early spring includes pile driving, construction of MSES and GRES walls, structural concrete

The project has welcomed the following new staff – Chris Mezzanotte - Superintendent and Wayne Scheers. Additionally Peter Milano and Paul Spickerman have come to the project as the General Superintendent and Paving and Site Work Superintendent.

HIWAY | 6

Currently a small crew is focusing on final cleanup and some additional work from NYSDOT will be completed in the spring. Final punch list, final restoration and demobilization from the project resumed in March and will be completed by early June.

HIWAY | 7

EVOLUTION OF PUBLIC TRANSPORTATION www.transitmuseumeducation.org/trc/background

T

he 5,000-square-mile region served by the Metropolitan Transportation Authority (MTA) since 1968 has always depended on a network of transportation routes and systems for its vitality and development. This vast territory, centered on Manhattan Island and New York Harbor, was first tied together – and defined as a region – by railroads and steamboat lines in the 1830s and 1840s. Ever since, New York City’s growth has continued to depend on the ability to efficiently move increasingly large numbers of people within its own residential and commercial districts and from the urban core to outlying farms, towns, suburbs, and villages. As the city expanded, so did its commuter environs.

Transportation is the region’s lifeline. It ensures that workers can get to their jobs, that life-sustaining and life-enriching goods can get to the mar-

HIWAY | 8

ketplace, and that increasingly mobile New Yorkers can satisfy their requirements for travel and recreational pursuits.

Whether powered by horses, steam, electricity, or petroleum, public passenger transit by rail and road has been critical to the economy and quality of life in the metropolitan region.

ON THE STREETS …

Horse Power - Public transportation in New York City began in the late 1820s with horse power.

Omnibuses - oversized stagecoaches that ran along a fixed route. They were meant to seat fifteen passengers, although they were often cramped with more – both inside and on top! The driver stopped when passengers tugged on a strap attached to his ankle.

Horsecars - Streetcars that rode along embedded iron or steel tracks, were designed to carry more people and offer

a smoother ride than omnibuses. Passengers asked the conductor, who rode at the back, to signal their stops to the driver by ringing a bell.

Horse-drawn vehicles jammed city streets because their numbers weren’t regulated.

In addition, horses were slow, they had trouble climbing hilly streets, they ate lots of hay and grain (and produced lots of manure), and most could only work an average of five years.

The deadly outbreak of equine influenza (horse flu), which caused the death of many horses in 1872, showed that a single power source for public transportation invited disaster.

Cable Cars - New York City’s first cable car line opened in 1883 on the new Brooklyn Bridge. Cable Cars were moved by steam-driven machinery in a powerhouse, which continuously drew a loop of wire cables through

a slot beneath the street.

When the cable car operator wanted the car to go forward, he gripped the running cable with a special device. When he wanted to stop, he released the moving cable. Cable cars were useful on grades that were too steep for horses.

But once electricity became available for trolleys, the value of steam-powered cable was limited, ending the run of cable cars in New York City in 1909.

Trolleys - For seventy years trolleys ran in all five boroughs of New York City. Trolleys operated by electrical power delivered through wires running overhead or in underground conduits. They were faster and cleaner than horsecars and cheaper to build and operate than cable cars. However, the rapid increase in fuel-powered cars and trucks in the 1920s doomed the trolleys. Running on fixed tracks in the middle

of the city’s streets, trolleys became a nuisance in traffic and getting on and off them was dangerous. During the 1930s and 40s, motor buses gradually replaced trolleys, though some trolley routes continued into the 1950s.

Motor Buses - New York was the first American city to use motor buses for public transit.

In 1905 the Fifth Avenue Coach Company introduced gasoline-powered double-decker buses that operated on crosstown and uptown lines. Within two years, it had replaced all of its horse-drawn vehicles with motor buses. Motor bus service expanded greatly in the 1920s and 30s. In a bold move, Mayor Fiorello LaGuardia ordered that motor buses replace all electric-traction vehicles, including trolleys. More than 700 buses were purchased for the Manhattan conversion in 1935-36 that established the standard in bus design, with two doors, a rear-mounted engine and transmission, and a hoodless front end. Today, nearly 5,000 buses operate in all five boroughs, covering almost 3,000 miles of routes.

ABOVE THE STREETS …

Elevated Trains New York City’s earliest form of rapid transit was the elevated railway, or el. The first elevated line with passenger service was the cable-powered West Side and Yonkers Patent Railway, which opened in 1868 and ran for just a few years. When the New York Elevated Railway introduced

small steam locomotives to replace cables in 1871, the age of the els had arrived. Designed to run on tracks nearly three stories above city avenues, the elevated trains drastically changed the ways in which New Yorkers viewed their city and lived their lives.

By 1880 most Manhattan residents were within a ten-minute walk from an el. By 1903 the elevated systems in Manhattan and Brooklyn had shifted from steam to electric power, offering a smoother, cleaner ride.

The El’s ushered in aspects of urban life that we now take for granted – from being able to live, work, and shop in different parts of the city, to constantly interacting with people from different neighborhoods and backgrounds. Although the els were dirty and noisy and blocked sunlight from the streets below, they allowed people to travel quickly and cheaply throughout the city for nearly a hundred years, helping transform New York into a bustling metropolis.

BELOW THE STREETS… Subways - To ease New York City’s demand for rapid transit, city authorities determined to build a subway that would meet two objectives. First, it would quickly and efficiently move people about in crowded Manhattan. Secondly, it would move them out of crowded Manhattan. Subway lines would extend out to vast tracts of undeveloped land, where new neighborhoods could be created, helping to turn a cramped island city into a sprawling metropolitan area.

id Transit Company) began construction on the first subway line in 1900, and less than four years later, the IRT began whisking New Yorkers beneath city streets, carrying over 100,000 riders on its very first day. Subways, traveling at close to 40 miles per hour, were much faster than trolleys (6 miles per hour) and elevated trains (12 miles per hour). Passengers appreciated features of the system, including choices between local and express service, fewer weather-related delays than street transportation, and the single fare they had become accustomed to on other modes of public transit – five cents regardless of the distance they traveled.

Most of the subway system we know today was built swiftly during a great burst of construction from 1913 to 1931.

To encourage rapid growth, the city divided subway contracts between two companies. This arrangement, known as the “Dual Contracts” or “Dual System,” awarded rights to the IRT to expand existing Manhattan, Brooklyn, and Bronx lines. It awarded what later became known as the BMT

(Brooklyn-Manhattan Transit Corporation) contracts for new lines in Manhattan, Brooklyn, and Queens. Additional lines were added by the IND (Independent Subway System) in the 1930s, helping to hasten the end of many older elevated trains that ran the same routes above ground. In 1940 the city unified all three subway lines under public ownership. New York City Transit was created by the New York State Legislature in 1953 and became part of the Metropolitan Transportation Authority when the MTA was created in 1968.

New York City’s subway system is one of the busiest and most extensive in the world, serving nearly five million passengers every day with 26 train lines operating on over 800 miles of track. The subway runs 24 hours a day, seven days a week, and connects all boroughs except Staten Island. Plans included expanding the system to Staten Island, but the route was never built. However, Staten Islanders can depend on the Staten Island Railway, which became part of MTA New York City Transit in 1971, linking 22 communities across the island.

The IRT (Interborough RapHIWAY | 9

EVOLUTION OF PUBLIC TRANSPORTATION www.transitmuseumeducation.org/trc/background

T

he 5,000-square-mile region served by the Metropolitan Transportation Authority (MTA) since 1968 has always depended on a network of transportation routes and systems for its vitality and development. This vast territory, centered on Manhattan Island and New York Harbor, was first tied together – and defined as a region – by railroads and steamboat lines in the 1830s and 1840s. Ever since, New York City’s growth has continued to depend on the ability to efficiently move increasingly large numbers of people within its own residential and commercial districts and from the urban core to outlying farms, towns, suburbs, and villages. As the city expanded, so did its commuter environs.

Transportation is the region’s lifeline. It ensures that workers can get to their jobs, that life-sustaining and life-enriching goods can get to the mar-

HIWAY | 8

ketplace, and that increasingly mobile New Yorkers can satisfy their requirements for travel and recreational pursuits.

Whether powered by horses, steam, electricity, or petroleum, public passenger transit by rail and road has been critical to the economy and quality of life in the metropolitan region.

ON THE STREETS …

Horse Power - Public transportation in New York City began in the late 1820s with horse power.

Omnibuses - oversized stagecoaches that ran along a fixed route. They were meant to seat fifteen passengers, although they were often cramped with more – both inside and on top! The driver stopped when passengers tugged on a strap attached to his ankle.

Horsecars - Streetcars that rode along embedded iron or steel tracks, were designed to carry more people and offer

a smoother ride than omnibuses. Passengers asked the conductor, who rode at the back, to signal their stops to the driver by ringing a bell.

Horse-drawn vehicles jammed city streets because their numbers weren’t regulated.

In addition, horses were slow, they had trouble climbing hilly streets, they ate lots of hay and grain (and produced lots of manure), and most could only work an average of five years.

The deadly outbreak of equine influenza (horse flu), which caused the death of many horses in 1872, showed that a single power source for public transportation invited disaster.

Cable Cars - New York City’s first cable car line opened in 1883 on the new Brooklyn Bridge. Cable Cars were moved by steam-driven machinery in a powerhouse, which continuously drew a loop of wire cables through

a slot beneath the street.

When the cable car operator wanted the car to go forward, he gripped the running cable with a special device. When he wanted to stop, he released the moving cable. Cable cars were useful on grades that were too steep for horses.

But once electricity became available for trolleys, the value of steam-powered cable was limited, ending the run of cable cars in New York City in 1909.

Trolleys - For seventy years trolleys ran in all five boroughs of New York City. Trolleys operated by electrical power delivered through wires running overhead or in underground conduits. They were faster and cleaner than horsecars and cheaper to build and operate than cable cars. However, the rapid increase in fuel-powered cars and trucks in the 1920s doomed the trolleys. Running on fixed tracks in the middle

of the city’s streets, trolleys became a nuisance in traffic and getting on and off them was dangerous. During the 1930s and 40s, motor buses gradually replaced trolleys, though some trolley routes continued into the 1950s.

Motor Buses - New York was the first American city to use motor buses for public transit.

In 1905 the Fifth Avenue Coach Company introduced gasoline-powered double-decker buses that operated on crosstown and uptown lines. Within two years, it had replaced all of its horse-drawn vehicles with motor buses. Motor bus service expanded greatly in the 1920s and 30s. In a bold move, Mayor Fiorello LaGuardia ordered that motor buses replace all electric-traction vehicles, including trolleys. More than 700 buses were purchased for the Manhattan conversion in 1935-36 that established the standard in bus design, with two doors, a rear-mounted engine and transmission, and a hoodless front end. Today, nearly 5,000 buses operate in all five boroughs, covering almost 3,000 miles of routes.

ABOVE THE STREETS …

Elevated Trains New York City’s earliest form of rapid transit was the elevated railway, or el. The first elevated line with passenger service was the cable-powered West Side and Yonkers Patent Railway, which opened in 1868 and ran for just a few years. When the New York Elevated Railway introduced

small steam locomotives to replace cables in 1871, the age of the els had arrived. Designed to run on tracks nearly three stories above city avenues, the elevated trains drastically changed the ways in which New Yorkers viewed their city and lived their lives.

By 1880 most Manhattan residents were within a ten-minute walk from an el. By 1903 the elevated systems in Manhattan and Brooklyn had shifted from steam to electric power, offering a smoother, cleaner ride.

The El’s ushered in aspects of urban life that we now take for granted – from being able to live, work, and shop in different parts of the city, to constantly interacting with people from different neighborhoods and backgrounds. Although the els were dirty and noisy and blocked sunlight from the streets below, they allowed people to travel quickly and cheaply throughout the city for nearly a hundred years, helping transform New York into a bustling metropolis.

BELOW THE STREETS… Subways - To ease New York City’s demand for rapid transit, city authorities determined to build a subway that would meet two objectives. First, it would quickly and efficiently move people about in crowded Manhattan. Secondly, it would move them out of crowded Manhattan. Subway lines would extend out to vast tracts of undeveloped land, where new neighborhoods could be created, helping to turn a cramped island city into a sprawling metropolitan area.

id Transit Company) began construction on the first subway line in 1900, and less than four years later, the IRT began whisking New Yorkers beneath city streets, carrying over 100,000 riders on its very first day. Subways, traveling at close to 40 miles per hour, were much faster than trolleys (6 miles per hour) and elevated trains (12 miles per hour). Passengers appreciated features of the system, including choices between local and express service, fewer weather-related delays than street transportation, and the single fare they had become accustomed to on other modes of public transit – five cents regardless of the distance they traveled.

Most of the subway system we know today was built swiftly during a great burst of construction from 1913 to 1931.

To encourage rapid growth, the city divided subway contracts between two companies. This arrangement, known as the “Dual Contracts” or “Dual System,” awarded rights to the IRT to expand existing Manhattan, Brooklyn, and Bronx lines. It awarded what later became known as the BMT

(Brooklyn-Manhattan Transit Corporation) contracts for new lines in Manhattan, Brooklyn, and Queens. Additional lines were added by the IND (Independent Subway System) in the 1930s, helping to hasten the end of many older elevated trains that ran the same routes above ground. In 1940 the city unified all three subway lines under public ownership. New York City Transit was created by the New York State Legislature in 1953 and became part of the Metropolitan Transportation Authority when the MTA was created in 1968.

New York City’s subway system is one of the busiest and most extensive in the world, serving nearly five million passengers every day with 26 train lines operating on over 800 miles of track. The subway runs 24 hours a day, seven days a week, and connects all boroughs except Staten Island. Plans included expanding the system to Staten Island, but the route was never built. However, Staten Islanders can depend on the Staten Island Railway, which became part of MTA New York City Transit in 1971, linking 22 communities across the island.

The IRT (Interborough RapHIWAY | 9

StillwellTerminal Avenue

This explains, in part, why the facility was actually designed to ensure that the power produced by the solar panels did not exceed the net total power used by the facility.

This design ensured that there was only a small risk of feeding power back into the grid.

“The largest above-ground station in the New York City subway system” LOCATION: New York, NY BUILDING TYPE: Transportation PROJECT SCOPE: A single building

N

ext time you’re on your way to Coney Island, before you hurry out of the Stillwell Avenue Station and exit the turnstile, look up at the roof you are standing under. The Stillwell Avenue Terminal Train Shed, completed in May 2004, is covered with 2,730 identical solar panels!

Together, these solar panels produce between 220,000 to 250,000 kilowatts of clean solar energy hours per year or 10-15% of the terminal’s annual energy usage.

Produced by a German manufacturer, the custom solar panels are approximately 5 square feet, 5% transparent, and triple-laminated for durability. They are also designed to be surrounded by clear glass to ensure that enough sunlight can still reach the train platform. They were a 35-year HIWAY | 10

HIGHLIGHTS: • 50% new construction, 50% renovation • 80,000 ft2 (7,430 m2) • Urban setting • Completed May 2004

term in their design. Given the project’s location in a Hurricane Zone, the project was designed to strict codes and standards, such as the Miami-Dade County hurricane protocols for solar glazing. Additionally, the panels were tested by a laboratory in York, PA which fired projectiles out of a cannon at the panels to test the panel’s resistance.

The panels are also designed to require minimal maintenance but should replacement ever be necessary, a catwalk system is in place. The PVs are connected in series strings of five modules each. The wiring is combined in special

AWARDS: • 2007 Renewable Energy Project of the Year Award • NY Association of Energy Engineers • 2007 Top Ten Green Building Award • AIA Committee on the Environment • 2006 New York City Green Building Design Competition Award

boxes under the roof, where monitoring sensors were installed, and the DC power is fed to two redundant inverters in the lower-level BIPV room. Although the project is open-sided, good daylight in the center of the 360’ x 420’ platform area was not a given. Daylight analysis was conducted early in the design process. Design criteria called for enough daylight transmission that artificial light would be unnecessary on the platforms from sunrise to sunset 98% of the time. The analysis led to a design that provides an average of 12% transparency under the shed.

Design criteria called for enough daylight transmission that artificial light would be unnecessary on the platforms from sunrise to sunset 98% of the time.

Cost was another challenge.

The train shed was designed to meet demanding maintenance, durability, and operations requirements. It stands as a major civic gesture, promoting the use of renewable energy, acting as a catalyst for the revitalization of Coney Island, and providing the public with a beautiful and convenient transit facility.

The structure accounts for 36%, the glass for 14%, and the PVs for 50% of the total surface area. The glass is 95% transparent, and the PVs are 5% transparent.

Constructability has always been a major criterion for New York City Transit, particularly due to the very constrained periods of service closings. In the end, the modular photovoltaic roof was installed faster than the structural steel could be brought to the site.

At the time of construction, another obstacle was negotiating with Con Edison who was not required to allow net metering and treated the project as a small power generating facility. Back in 2002, this project was a bit avant-garde, and Con Edison was concerned that if power fed back into the grid, it could damage it.

Primary Design Team Members Gregory Kiss Kiss + Cathcart, Architects Architect Brooklyn, NY kisscathcart.com Schiavone Construction Company, Inc. Contractor Secaucus, NJ schiavoneconstruction.com Granite Halmar Construction Company, Inc. Contractor Mount Vernon, NY graniteconstruction.com Omar Raheem Jacobs Engineering Group, Inc. MEP, plumbing, and architectural engineer New York, NY acobs.com Domingo Gonzalez Domingo Gonzalez Associates, Inc. / Lighting designer New York, NY dgalight.com

As Daniels explained, the facility, “had to be maintainable, it [had] to be replaceable [and it had] to be simple.” And although the design team, “cut detailing down to its bare essence,” and made the project as simple as possible, the project was still a, “tremendously customized application,” which drove up costs. While there is no analysis available for the estimated payback by the end of its 35 year term due to multiple externalities, the project will pay back its initial investment and save the transit system money.

While critics for the project certainly exist, citing both cost and the project’s actual power generation, the Stillwell Avenue Terminal Train Shed was still a trail-blazing project; it contributed to the greater conversation of renewable energy and helped clear the way for other solar projects throughout NYC. And finally, the design is notable because it uses low voltage to deter pigeons from roosting up above– who knew?

About 2,600,000 riders visited the station in 1994-1995; ridership has since increased.

Information for this article came from the following sites: www.untappedcities.com and www. buildinggreen.com

HIWAY | 11

StillwellTerminal Avenue

This explains, in part, why the facility was actually designed to ensure that the power produced by the solar panels did not exceed the net total power used by the facility.

This design ensured that there was only a small risk of feeding power back into the grid.

“The largest above-ground station in the New York City subway system” LOCATION: New York, NY BUILDING TYPE: Transportation PROJECT SCOPE: A single building

N

ext time you’re on your way to Coney Island, before you hurry out of the Stillwell Avenue Station and exit the turnstile, look up at the roof you are standing under. The Stillwell Avenue Terminal Train Shed, completed in May 2004, is covered with 2,730 identical solar panels!

Together, these solar panels produce between 220,000 to 250,000 kilowatts of clean solar energy hours per year or 10-15% of the terminal’s annual energy usage.

Produced by a German manufacturer, the custom solar panels are approximately 5 square feet, 5% transparent, and triple-laminated for durability. They are also designed to be surrounded by clear glass to ensure that enough sunlight can still reach the train platform. They were a 35-year HIWAY | 10

HIGHLIGHTS: • 50% new construction, 50% renovation • 80,000 ft2 (7,430 m2) • Urban setting • Completed May 2004

term in their design. Given the project’s location in a Hurricane Zone, the project was designed to strict codes and standards, such as the Miami-Dade County hurricane protocols for solar glazing. Additionally, the panels were tested by a laboratory in York, PA which fired projectiles out of a cannon at the panels to test the panel’s resistance.

The panels are also designed to require minimal maintenance but should replacement ever be necessary, a catwalk system is in place. The PVs are connected in series strings of five modules each. The wiring is combined in special

AWARDS: • 2007 Renewable Energy Project of the Year Award • NY Association of Energy Engineers • 2007 Top Ten Green Building Award • AIA Committee on the Environment • 2006 New York City Green Building Design Competition Award

boxes under the roof, where monitoring sensors were installed, and the DC power is fed to two redundant inverters in the lower-level BIPV room. Although the project is open-sided, good daylight in the center of the 360’ x 420’ platform area was not a given. Daylight analysis was conducted early in the design process. Design criteria called for enough daylight transmission that artificial light would be unnecessary on the platforms from sunrise to sunset 98% of the time. The analysis led to a design that provides an average of 12% transparency under the shed.

Design criteria called for enough daylight transmission that artificial light would be unnecessary on the platforms from sunrise to sunset 98% of the time.

Cost was another challenge.

The train shed was designed to meet demanding maintenance, durability, and operations requirements. It stands as a major civic gesture, promoting the use of renewable energy, acting as a catalyst for the revitalization of Coney Island, and providing the public with a beautiful and convenient transit facility.

The structure accounts for 36%, the glass for 14%, and the PVs for 50% of the total surface area. The glass is 95% transparent, and the PVs are 5% transparent.

Constructability has always been a major criterion for New York City Transit, particularly due to the very constrained periods of service closings. In the end, the modular photovoltaic roof was installed faster than the structural steel could be brought to the site.

At the time of construction, another obstacle was negotiating with Con Edison who was not required to allow net metering and treated the project as a small power generating facility. Back in 2002, this project was a bit avant-garde, and Con Edison was concerned that if power fed back into the grid, it could damage it.

Primary Design Team Members Gregory Kiss Kiss + Cathcart, Architects Architect Brooklyn, NY kisscathcart.com Schiavone Construction Company, Inc. Contractor Secaucus, NJ schiavoneconstruction.com Granite Halmar Construction Company, Inc. Contractor Mount Vernon, NY graniteconstruction.com Omar Raheem Jacobs Engineering Group, Inc. MEP, plumbing, and architectural engineer New York, NY acobs.com Domingo Gonzalez Domingo Gonzalez Associates, Inc. / Lighting designer New York, NY dgalight.com

As Daniels explained, the facility, “had to be maintainable, it [had] to be replaceable [and it had] to be simple.” And although the design team, “cut detailing down to its bare essence,” and made the project as simple as possible, the project was still a, “tremendously customized application,” which drove up costs. While there is no analysis available for the estimated payback by the end of its 35 year term due to multiple externalities, the project will pay back its initial investment and save the transit system money.

While critics for the project certainly exist, citing both cost and the project’s actual power generation, the Stillwell Avenue Terminal Train Shed was still a trail-blazing project; it contributed to the greater conversation of renewable energy and helped clear the way for other solar projects throughout NYC. And finally, the design is notable because it uses low voltage to deter pigeons from roosting up above– who knew?

About 2,600,000 riders visited the station in 1994-1995; ridership has since increased.

Information for this article came from the following sites: www.untappedcities.com and www. buildinggreen.com

HIWAY | 11

HIWAY | 12

HIWAY | 13

HIWAY | 12

HIWAY | 13

ALL STATION HIGHLIGHT

HALMAR’S TRANSIT WORK THOUGH THREE DECADES

Halmar’s early transit work performed from the late 80’s throughout the 90’s was largely focused on station rehabilitation and yard work for New York City Transit, New Jersey Transit and Metro North Railroad. Halmar strengthened its position as a top transit contractor with a series of successful station rehabilitation projects throughout the Hudson Valley including Metro North’s Avenel Station, Cold Spring and Croton Stations, Upper Harlem Stations, Harmon Yard Locomotive Fueling Facility, and work for PATH Uptown stations.

A

t the same time, Halmar won contract awards with New York City Transit for the Rector Street and 86th Street Subway Station rehabilitation projects, which would help set the stage for the award of major NYCT contracts in the new Millennium and beyond. These early transit projects were a glimpse of things to come as Halmar eventually went on to become the MTA’s biggest vendor in 2005 with over $1 billion in active contracts.

In the later part of the 90’s, Halmar continued to strengthen its mass transit track record reconstructing 10 new stations for Metro North, the construction of the new Harmon diesel refueling facility, and a systems modernization program including Cab Signaling, the installation of a new SCADA system and a new Rail Operations and Control Center for NYCT’s Staten Island Rapid Transit Operating Authority (SIRTOA). During this same period Halmar delivered NYCT’s first design-build project with the design and construction of the Zerega Avenue Bus Maintenance and Training Facility. Completed on-time and budget, in 14 months, it put Halmar on the map with NYCT as a proven design-build contractor.

By the end of the 90’s, Halmar revenues reached over $200

HIWAY | 14

Million, with its Transit projects playing an increasingly significant factor in the company’s overall revenue.

The largest expansion of transit work in Halmar’s history began with the start of the new Millennium, and Halmar’s contract award for the reconstruction of New York City Transit’s Stillwell Avenue Terminal. This is the largest rapid transit terminal in the U.S. and the linchpin of Coney Island’s redevelopment. This iconic project featured one of the largest photovoltaic roofs in the U.S. at the time. By 2005, Halmar was the MTA’s largest vendor with over $1 billion in contracts. Led by Chris Larsen and Area Manager Paul Atkins, Halmar grew to become the largest civil contractor in New York City. Other major transit projects in the early 2000’s included the Mid-Harlem Third Track, Amtrak East River Tunnel Ventilation Plant, Times Square Subway Station Phase II Rehabilitation, the Concourse Line Signal Modernization, and the Design-Build South Ferry Subway Station running tunnel and terminal box. Halmar closed out the first decade of the 21st Century with the completion of the design-build Metro North Yankee Stadium Station project, completed on schedule just in time for the start of the 2009 season, the Yankees first season in the new stadium.

History of Rail Projects NYCT Stillwell Ave Terminal $200,000,000 Complete Demo And Reconstruction of Steel Framed Terminal – Largest In The World Photovoltaic Roof NYCT South Ferry Subway Station $265,000,000 Design-Build 1600’ Long Cut/Cover Subway NYCT Grand Ave Bus Depot/ Maint Facility $217,000,000 Design-Build 600,000 Sf Pile Supported Steel Framed NYCT Concourse Line Signal Modernization Modernization Of 20 Track Miles With New Signal Equipment

$ 165,000,000

NYCT Times Square Subway Station $95,000,000 NYCT SIRTOA Signal Modernization $75,000,000 New Cab Signalling System, 100 Hz Power, Sonet, Scada Amtrak East River Vent Facilities $70,000,000 Bottom Up Reconstruction Of Shafts & Ventilation Equipment MNCR Harlem Line Third Track New Third Track & Structures

$35,000,00

NYCT 6th Avenue Vent Plant Upgrade

$50,000,000

NYCT Herald Square Escalator Replacement

$26,000,000

MNCR Upper Harlem/ Goldens Bridge

$24,000,000

MNCR Woodbine Yard

$10,000,000

MNCR Harmon Yard Loco Fueling Facility

$6,000,000

PANYNJ Path Uptown Stations Improvements

$3,000,000

NJ Transit Avenel Station D/B

$3,000,000

MNCR Upper Harlem Stations

$6,000,000

MNCR Upper Hudson Line Stations $15,000,000 MNCR Port Jervis Yard Upgrade

$2,000,000

MNCR Mott Haven Yard Row/Track $5,000,000 NYCT Rector St/ Trinity Subway Station

$5,000,000

NYCT Broadway/ 86th St Subway Station

$2,500,000

HIWAY | 15

ALL STATION HIGHLIGHT

HALMAR’S TRANSIT WORK THOUGH THREE DECADES

Halmar’s early transit work performed from the late 80’s throughout the 90’s was largely focused on station rehabilitation and yard work for New York City Transit, New Jersey Transit and Metro North Railroad. Halmar strengthened its position as a top transit contractor with a series of successful station rehabilitation projects throughout the Hudson Valley including Metro North’s Avenel Station, Cold Spring and Croton Stations, Upper Harlem Stations, Harmon Yard Locomotive Fueling Facility, and work for PATH Uptown stations.

A

t the same time, Halmar won contract awards with New York City Transit for the Rector Street and 86th Street Subway Station rehabilitation projects, which would help set the stage for the award of major NYCT contracts in the new Millennium and beyond. These early transit projects were a glimpse of things to come as Halmar eventually went on to become the MTA’s biggest vendor in 2005 with over $1 billion in active contracts.

In the later part of the 90’s, Halmar continued to strengthen its mass transit track record reconstructing 10 new stations for Metro North, the construction of the new Harmon diesel refueling facility, and a systems modernization program including Cab Signaling, the installation of a new SCADA system and a new Rail Operations and Control Center for NYCT’s Staten Island Rapid Transit Operating Authority (SIRTOA). During this same period Halmar delivered NYCT’s first design-build project with the design and construction of the Zerega Avenue Bus Maintenance and Training Facility. Completed on-time and budget, in 14 months, it put Halmar on the map with NYCT as a proven design-build contractor.

By the end of the 90’s, Halmar revenues reached over $200

HIWAY | 14

Million, with its Transit projects playing an increasingly significant factor in the company’s overall revenue.

The largest expansion of transit work in Halmar’s history began with the start of the new Millennium, and Halmar’s contract award for the reconstruction of New York City Transit’s Stillwell Avenue Terminal. This is the largest rapid transit terminal in the U.S. and the linchpin of Coney Island’s redevelopment. This iconic project featured one of the largest photovoltaic roofs in the U.S. at the time. By 2005, Halmar was the MTA’s largest vendor with over $1 billion in contracts. Led by Chris Larsen and Area Manager Paul Atkins, Halmar grew to become the largest civil contractor in New York City. Other major transit projects in the early 2000’s included the Mid-Harlem Third Track, Amtrak East River Tunnel Ventilation Plant, Times Square Subway Station Phase II Rehabilitation, the Concourse Line Signal Modernization, and the Design-Build South Ferry Subway Station running tunnel and terminal box. Halmar closed out the first decade of the 21st Century with the completion of the design-build Metro North Yankee Stadium Station project, completed on schedule just in time for the start of the 2009 season, the Yankees first season in the new stadium.

History of Rail Projects NYCT Stillwell Ave Terminal $200,000,000 Complete Demo And Reconstruction of Steel Framed Terminal – Largest In The World Photovoltaic Roof NYCT South Ferry Subway Station $265,000,000 Design-Build 1600’ Long Cut/Cover Subway NYCT Grand Ave Bus Depot/ Maint Facility $217,000,000 Design-Build 600,000 Sf Pile Supported Steel Framed NYCT Concourse Line Signal Modernization Modernization Of 20 Track Miles With New Signal Equipment

$ 165,000,000

NYCT Times Square Subway Station $95,000,000 NYCT SIRTOA Signal Modernization $75,000,000 New Cab Signalling System, 100 Hz Power, Sonet, Scada Amtrak East River Vent Facilities $70,000,000 Bottom Up Reconstruction Of Shafts & Ventilation Equipment MNCR Harlem Line Third Track New Third Track & Structures

$35,000,00

NYCT 6th Avenue Vent Plant Upgrade

$50,000,000

NYCT Herald Square Escalator Replacement

$26,000,000

MNCR Upper Harlem/ Goldens Bridge

$24,000,000

MNCR Woodbine Yard

$10,000,000

MNCR Harmon Yard Loco Fueling Facility

$6,000,000

PANYNJ Path Uptown Stations Improvements

$3,000,000

NJ Transit Avenel Station D/B

$3,000,000

MNCR Upper Harlem Stations

$6,000,000

MNCR Upper Hudson Line Stations $15,000,000 MNCR Port Jervis Yard Upgrade

$2,000,000

MNCR Mott Haven Yard Row/Track $5,000,000 NYCT Rector St/ Trinity Subway Station

$5,000,000

NYCT Broadway/ 86th St Subway Station

$2,500,000

HIWAY | 15

MTA MASS TRANSIT CAPITAL SPENDING

we’ll continue to invest in the structural integrity and basic reliability of our bridges and tunnels.

Responding to Changing Needs and Demographics Ridership today is at an alltime high, and customers depend on us more than ever.

Daily transit ridership in our region is up 61 percent since 1992, and as busy as we are

now, planners estimate that another 1.6 million people will live in the MTA region by 2035.

PATH: In December 2014, the Board adopted a $3.6 billion Capital Spending Plan for 2015 that will help build and maintain critical infrastructure at the Port Authority’s airports, tunnels, bridges, terminals, ports,

PATH system and move toward completion of the World Trade Center site. Of the total 2015 Capital Spending Plan, $1 billion is dedicated specifically for investments in the region’s interstate transportation system including tunnels, bridges and terminals and PATH. In addition, $778 million is dedicated to airport terminal development, runway and taxiway improvements

and security enhancements, and $153 million is planned for Port Commerce state-ofgood-repair projects and the redevelopment of the Greenville Yard site in Jersey City.

An additional $1.6 billion is planned to complete construction of projects at the World Trade Center site, including the Transportation Hub and retail establishments.

PROGRAM EXPENDITURE HIGHLIGHTS New York City Subways $14.2 billion

New York City Buses $2.0 billion

Long Island Rail Road $2.8 billion

Bridges and Tunnels $2.9 billion

Reprinted from www.MTA.com

Investing To Ensure Safety…At today’s MTA, safety is our top priority, and the 2015-2019 Capital Program is essential to our continuing efforts to make our network safer every day. Here are some of the ways we’ll improve safety through the Program.

Positive Train Control for Railroads Positive Train Control, or PTC, is a state-of-the-art system for monitoring and controlling commuter rail trains, and it will dramatically improve safety. The 2015-2019 Program includes $220 million to complete the installation of PTC at both Metro-North and the Long Island Rail Road.

Communications-Based Train Control for Subways Through the 2015-2019 Program, we’ll begin installing Communications-Based Train Control on the E, F, M, and R lines in Queens, the A, C, and E lines in Manhattan and the F line in Brooklyn. This system— which is fully in place on the L line and under construction on the 7 line—allows us to run more trains, move far more people, and provide better, safer service.

Enhanced Security

HIWAY | 16

More than 4,500 security cameras are online throughout our system, and 1,500 buses have security cameras.

The 2015-2019 Program includes investments that will continue the strategic expansion of camera coverage throughout our network.

We’re also piloting track intrusion detection technology—a system that automatically alerts train crews or the Rail Control Center if anything substantial falls onto the tracks.

Help Points These high-tech intercoms are already installed in more than 200 subway stations, making our subway system safer and easier to use. By the end of the year, we’ll approach 300 stations with Help Points.

The 2015-2019 Program will complete the rollout of Help Points throughout the subway system, to every one of our 469 stations.

Reliability is the second highest priority of the 2015-2019 Program, because in a place as crowded as New York, it’s the only way to move so many people quickly and efficiently, 24/7. Here are some of the ways we’ll keep our system reliable through the 2015-2019 Capital Program.

New Fleet Capital investments help us give you the most comfortable, dependable, and technologically-advanced vehicles in the business. Through the 2015-2019 Program, we’ll replace aging M-3 commuter rail trains while adding hundreds of state-of-the-art, clean-fuel technology buses and high-tech R-211 subway trains.

Track Rehabilitation We’ll continue to roll out low-vibration subway track for a smoother, quieter ride.

Our commuter railroads will continue their cyclical track programs, using high-tech measuring equipment to help us find defects and prioritize repairs.

Modernization of “Invisible Infrastructure” We’ll invest heavily in thousands of system components— like electrical substations, pumps, and tunnel lighting— that work every day behind the scenes to get you where you’re going. We’ll also upgrade systems at Jamaica Station to speed service through this critical transfer point for LIRR customers.

Bridges and Tunnels Many of our bridges and tunnels are 50 to 70 years old. Ongoing repairs to their structures, cables, decks, and systems ensure that we can depend on these crossings for decades to come. Through the 2015-2019 Program,

from a press release 5/26 Governor Andrew M. Cuomo today announced that the $27 billion 2015-19 MTA Capital Program has received final approval from the Capital Plan Review Board. The passage of this Capital Program marks the largest investment in MTA infrastructure in state history, and outlines five years’ worth of vital investments to renew, enhance and expand the MTA network.

“The MTA is the lifeblood of the New York metropolitan area’s transportation network and we must ensure it has the capacity to meet the travel demands of the next generation and fuel one of the largest economies on the globe,” Governor Cuomo said. “By investing in the most robust transportation plan in state history, we are reimagining the MTA and ensuring a safer, more reliable and more resilient public transportation network for tomorrow.”

According to the capital spending program $29.5 billion plan – the largest investment in MTA infrastructure in history New York State committed to a record $8.3 billion New York City committed to unprecedented $2.5 billion MTA Goals Renew: Maintain state of good repair more efficiently and effectively with innovative approaches such as the component replacement program Enhance: We are reimaging station design Expand: A better Capital Program for a better New York - we want to address longstanding problems and support future growth by continuing to expand our system

HIWAY | 17

MTA MASS TRANSIT CAPITAL SPENDING

we’ll continue to invest in the structural integrity and basic reliability of our bridges and tunnels.

Responding to Changing Needs and Demographics Ridership today is at an alltime high, and customers depend on us more than ever.

Daily transit ridership in our region is up 61 percent since 1992, and as busy as we are

now, planners estimate that another 1.6 million people will live in the MTA region by 2035.

PATH: In December 2014, the Board adopted a $3.6 billion Capital Spending Plan for 2015 that will help build and maintain critical infrastructure at the Port Authority’s airports, tunnels, bridges, terminals, ports,

PATH system and move toward completion of the World Trade Center site. Of the total 2015 Capital Spending Plan, $1 billion is dedicated specifically for investments in the region’s interstate transportation system including tunnels, bridges and terminals and PATH. In addition, $778 million is dedicated to airport terminal development, runway and taxiway improvements

and security enhancements, and $153 million is planned for Port Commerce state-ofgood-repair projects and the redevelopment of the Greenville Yard site in Jersey City.

An additional $1.6 billion is planned to complete construction of projects at the World Trade Center site, including the Transportation Hub and retail establishments.

PROGRAM EXPENDITURE HIGHLIGHTS New York City Subways $14.2 billion

New York City Buses $2.0 billion

Long Island Rail Road $2.8 billion

Bridges and Tunnels $2.9 billion

Reprinted from www.MTA.com

Investing To Ensure Safety…At today’s MTA, safety is our top priority, and the 2015-2019 Capital Program is essential to our continuing efforts to make our network safer every day. Here are some of the ways we’ll improve safety through the Program.

Positive Train Control for Railroads Positive Train Control, or PTC, is a state-of-the-art system for monitoring and controlling commuter rail trains, and it will dramatically improve safety. The 2015-2019 Program includes $220 million to complete the installation of PTC at both Metro-North and the Long Island Rail Road.

Communications-Based Train Control for Subways Through the 2015-2019 Program, we’ll begin installing Communications-Based Train Control on the E, F, M, and R lines in Queens, the A, C, and E lines in Manhattan and the F line in Brooklyn. This system— which is fully in place on the L line and under construction on the 7 line—allows us to run more trains, move far more people, and provide better, safer service.

Enhanced Security

HIWAY | 16

More than 4,500 security cameras are online throughout our system, and 1,500 buses have security cameras.

The 2015-2019 Program includes investments that will continue the strategic expansion of camera coverage throughout our network.

We’re also piloting track intrusion detection technology—a system that automatically alerts train crews or the Rail Control Center if anything substantial falls onto the tracks.

Help Points These high-tech intercoms are already installed in more than 200 subway stations, making our subway system safer and easier to use. By the end of the year, we’ll approach 300 stations with Help Points.

The 2015-2019 Program will complete the rollout of Help Points throughout the subway system, to every one of our 469 stations.

Reliability is the second highest priority of the 2015-2019 Program, because in a place as crowded as New York, it’s the only way to move so many people quickly and efficiently, 24/7. Here are some of the ways we’ll keep our system reliable through the 2015-2019 Capital Program.

New Fleet Capital investments help us give you the most comfortable, dependable, and technologically-advanced vehicles in the business. Through the 2015-2019 Program, we’ll replace aging M-3 commuter rail trains while adding hundreds of state-of-the-art, clean-fuel technology buses and high-tech R-211 subway trains.

Track Rehabilitation We’ll continue to roll out low-vibration subway track for a smoother, quieter ride.

Our commuter railroads will continue their cyclical track programs, using high-tech measuring equipment to help us find defects and prioritize repairs.

Modernization of “Invisible Infrastructure” We’ll invest heavily in thousands of system components— like electrical substations, pumps, and tunnel lighting— that work every day behind the scenes to get you where you’re going. We’ll also upgrade systems at Jamaica Station to speed service through this critical transfer point for LIRR customers.

Bridges and Tunnels Many of our bridges and tunnels are 50 to 70 years old. Ongoing repairs to their structures, cables, decks, and systems ensure that we can depend on these crossings for decades to come. Through the 2015-2019 Program,

from a press release 5/26 Governor Andrew M. Cuomo today announced that the $27 billion 2015-19 MTA Capital Program has received final approval from the Capital Plan Review Board. The passage of this Capital Program marks the largest investment in MTA infrastructure in state history, and outlines five years’ worth of vital investments to renew, enhance and expand the MTA network.

“The MTA is the lifeblood of the New York metropolitan area’s transportation network and we must ensure it has the capacity to meet the travel demands of the next generation and fuel one of the largest economies on the globe,” Governor Cuomo said. “By investing in the most robust transportation plan in state history, we are reimagining the MTA and ensuring a safer, more reliable and more resilient public transportation network for tomorrow.”

According to the capital spending program $29.5 billion plan – the largest investment in MTA infrastructure in history New York State committed to a record $8.3 billion New York City committed to unprecedented $2.5 billion MTA Goals Renew: Maintain state of good repair more efficiently and effectively with innovative approaches such as the component replacement program Enhance: We are reimaging station design Expand: A better Capital Program for a better New York - we want to address longstanding problems and support future growth by continuing to expand our system

HIWAY | 17

CAPITAL IMPROVEMENT PROJECTS 1. Amtrak gateway 2. MNRR Penn station access 3. LIRR 3rd track 4. NYCT 2nd avenue subway & Station enhancement project Amtrak Gateway Project Wikipedia.com The Gateway Project is a proposed high-speed rail corridor to alleviate the bottleneck along the Northeast Corridor (NEC) between Newark, New Jersey, and New York City, New York. If constructed, the project would add 25 train slots during peak periods to the current system used by Amtrak (AMTK) and New Jersey Transit (NJT), which has reached full capacity. The planned rightof-way would parallel the current one between Newark Penn Station and New York Penn Station (NYP) in Midtown Manhattan. The project would build new rail bridges in the New Jersey Meadowlands, dig new tunnels under the Hudson Palisades and the Hudson River, convert parts of the James Farley Post Office into a rail station, and add a terminal annex to NY Penn. Some previously planned improvements already underway have also been incorporated into the Gateway plan. The Gateway Project was unveiled in 2011, one year after the cancellation of the somewhat similar Ac-

HIWAY | 18

cess to the Region’s Core (ARC) project, and was originally projected to cost $14.5 billion and take 14 years to build. In 2015, Amtrak reported that environmental and design work was underway, estimated the project’s total cost at $20 billion, and said construction would start in 2019 or 2020 and last four to five years.

Metro North Penn Station Access MTA.com Penn Station Access is an MTA project that would open a new Metro-North Railroad link directly into Penn Station, providing critical system resiliency to protect service for more than 275,000 daily customers in the event of natural or other disasters. Only three miles of new track on an existing rightof- way—and no new tunnels— would need to be built for this project. For the most part, Metro- North’s New Haven Line would use existing track, owned by Amtrak, to go directly into Penn Station. As part of this project, the MTA would also build four new Metro-North stations in the Bronx—near Co-op City, Morris

Park, Parkchester, and Hunts Point. Metro-North service to Penn Station would begin after completion of the MTA’s East Side Access project, which will provide direct Long Island Rail Road service to Grand Central Terminal. Governor Cuomo strongly endorsed the Penn Station Access project in his 2014 State of the State address and has included it in his Coordinated Transportation Resiliency Program. The MTA is working on a federal Environmental Assessment outlining the potential impacts of Penn Station Access. Metro- North is working on environmental studies that will be included in this assessment. MTA expects environmental and federal reviews to be complete by 2017.

Long Island Rail Road Third Track MTA.com The MTA Long Island Rail Road’s Main Line Corridor (MLC) project – which provides for a much-needed Third Track in a critical 10-mile stretch between Floral Park and Hicksville – has reached an important milestone as the Metropolitan Transportation

Authority (MTA) submitted the Preliminary Draft Environmental Impact Statement (PDEIS) to the Federal Transit Administration for review.

The MLC - Third Track project will improve service reliability for the LIRR systemwide by providing more capacity and flexibility to move trains. Five LIRR branches, carrying 41 percent of the Railroad’s total ridership, converge on this busy stretch of the Railroad, known as the Main Line Corridor.

The Third Track also is a vital component of the LIRR’s effort to get ready for the completion of the $6.3 billion East Side Access project in 2014 when LIRR customers will – for the first time – be able to enjoy a direct ride to the East Side of Manhattan via Grand Central Terminal. East Side Access will allow the LIRR to operate up to 24 trains per hour in the peak of the rush hour to Grand Central. More than 100,000 LIRR customers currently travel to Penn Station and Brooklyn during the morning peak service. For about half of the customers traveling to Manhattan, Grand Central Terminal would pro-

vide easier access to their final destination. With East Side Access, customers will save up to 40 minutes of travel time daily – the equivalent of up to 20 vacation days annually. The Third Track will add a “passing lane” to the MLC – separating express trains from local trains – and will offer greater capacity, operational flexibility and faster recovery time in the event of incidents or delays.

The MLC plan is designed to also offer other community benefits, such as improvements at grade crossings and upgrades to key bridges throughout the corridor, such as Ellison Avenue in the Village of Westbury.Through the planned elimination of grade crossings in the Third Track corridor, the project enhances safety and accident prevention, improves traffic flow in local communities while also reducing train horn warning noise.

The draft plan the LIRR submitted to federal officials offers two grade crossing separation alternatives which address the five grade crossings under review in the MLC. They are: Covert Avenue, South 12 th Street and New Hyde Park Road in the Village of New Hyde Park; School Street in the Village of Westbury and Urban Avenue in the New Cassel area.

Phase II Second Avenue Subway System NY Daily News.com With the first part of the long-awaited subway line on Manhattan’s Upper East Side slated to open in December, the Metropolitan Transportation Authority’s gearing up to find funding for Phase 2.That project will extend the subway north from Second Ave. and 96th St. to 125th St. and Lexington Ave., with new stations at 106th, 116th and 125th Sts.

and Lexington Ave. “Our goal is to fast-track Phase 2 to every extent possible, and if these efforts to speed up the project timetable are successful, the MTA will amend our Capital Program and seek additional funds to begin heavy construction sooner,” MTA chairman Thomas Prendergast said Friday. The MTA’s next capital program envisions that construction on Phase 2 of the Second Ave. subway would start in roughly five years, transit officials say.

The Metropolitan Transportation Authority plans to propose allocating $1.5 billion in its 2015-2019 capital program for environmental study, design and then tunneling of the long-awaited north-south subway route, officials said.

Phase 1 of the project, which stretches from E. 96th St to E. 63rd St., is expected to be completed in 2016. Phase 2 will extend the line to E. 125th St., MTA Chairman Tom Prendergast said at a state assembly hearing on the authority’s capital program.

Prendergast said the plan, which isn’t finalized, would likely include approximately $20 billion for so-called “state of good repair” maintenance projects, like replacing tracks, signals and older subway trains. It is also projected to feature $5 billion for expansion projects, like the Second Ave. subway and the Long Island Rail Road link to Grand Central Terminal that is now being built. Further, Prendergast anticipated the plan would provide anywhere from $2 billion to $5 billion for rider enhancements, including countdown clocks on lettered subway lines and a swipe-less replacement of the MetroCard fare-payment system.

THE FUTURE OF MASS TRANSIT IN AMERICA IS GOING HI SPEED… When you say ‘rush hour’ and ‘morning commute’ you probably get a sour taste in your mouth recalling the last time you sat in traffic for 2 hours with one foot on the beak just trying to make it to the west side highway…now imagine that commute in style and comfort, imagine getting all the way to DC in one hour…the future is coming…quick!

MAGLEV: Howstuffworks.com A few countries are using powerful electromagnets to develop high-speed trains, called maglev trains. Maglev is short for magnetic levitation, which means that these trains

will float over a guideway using the basic principles of magnets to replace the old steel wheel and track trains. In this article, you will learn how electromagnetic propulsion works, how three specific types of maglev trains work and where you can

HIWAY | 19

CAPITAL IMPROVEMENT PROJECTS 1. Amtrak gateway 2. MNRR Penn station access 3. LIRR 3rd track 4. NYCT 2nd avenue subway & Station enhancement project Amtrak Gateway Project Wikipedia.com The Gateway Project is a proposed high-speed rail corridor to alleviate the bottleneck along the Northeast Corridor (NEC) between Newark, New Jersey, and New York City, New York. If constructed, the project would add 25 train slots during peak periods to the current system used by Amtrak (AMTK) and New Jersey Transit (NJT), which has reached full capacity. The planned rightof-way would parallel the current one between Newark Penn Station and New York Penn Station (NYP) in Midtown Manhattan. The project would build new rail bridges in the New Jersey Meadowlands, dig new tunnels under the Hudson Palisades and the Hudson River, convert parts of the James Farley Post Office into a rail station, and add a terminal annex to NY Penn. Some previously planned improvements already underway have also been incorporated into the Gateway plan. The Gateway Project was unveiled in 2011, one year after the cancellation of the somewhat similar Ac-

HIWAY | 18

cess to the Region’s Core (ARC) project, and was originally projected to cost $14.5 billion and take 14 years to build. In 2015, Amtrak reported that environmental and design work was underway, estimated the project’s total cost at $20 billion, and said construction would start in 2019 or 2020 and last four to five years.

Metro North Penn Station Access MTA.com Penn Station Access is an MTA project that would open a new Metro-North Railroad link directly into Penn Station, providing critical system resiliency to protect service for more than 275,000 daily customers in the event of natural or other disasters. Only three miles of new track on an existing rightof- way—and no new tunnels— would need to be built for this project. For the most part, Metro- North’s New Haven Line would use existing track, owned by Amtrak, to go directly into Penn Station. As part of this project, the MTA would also build four new Metro-North stations in the Bronx—near Co-op City, Morris

Park, Parkchester, and Hunts Point. Metro-North service to Penn Station would begin after completion of the MTA’s East Side Access project, which will provide direct Long Island Rail Road service to Grand Central Terminal. Governor Cuomo strongly endorsed the Penn Station Access project in his 2014 State of the State address and has included it in his Coordinated Transportation Resiliency Program. The MTA is working on a federal Environmental Assessment outlining the potential impacts of Penn Station Access. Metro- North is working on environmental studies that will be included in this assessment. MTA expects environmental and federal reviews to be complete by 2017.

Long Island Rail Road Third Track MTA.com The MTA Long Island Rail Road’s Main Line Corridor (MLC) project – which provides for a much-needed Third Track in a critical 10-mile stretch between Floral Park and Hicksville – has reached an important milestone as the Metropolitan Transportation

Authority (MTA) submitted the Preliminary Draft Environmental Impact Statement (PDEIS) to the Federal Transit Administration for review.

The MLC - Third Track project will improve service reliability for the LIRR systemwide by providing more capacity and flexibility to move trains. Five LIRR branches, carrying 41 percent of the Railroad’s total ridership, converge on this busy stretch of the Railroad, known as the Main Line Corridor.

The Third Track also is a vital component of the LIRR’s effort to get ready for the completion of the $6.3 billion East Side Access project in 2014 when LIRR customers will – for the first time – be able to enjoy a direct ride to the East Side of Manhattan via Grand Central Terminal. East Side Access will allow the LIRR to operate up to 24 trains per hour in the peak of the rush hour to Grand Central. More than 100,000 LIRR customers currently travel to Penn Station and Brooklyn during the morning peak service. For about half of the customers traveling to Manhattan, Grand Central Terminal would pro-

vide easier access to their final destination. With East Side Access, customers will save up to 40 minutes of travel time daily – the equivalent of up to 20 vacation days annually. The Third Track will add a “passing lane” to the MLC – separating express trains from local trains – and will offer greater capacity, operational flexibility and faster recovery time in the event of incidents or delays.

The MLC plan is designed to also offer other community benefits, such as improvements at grade crossings and upgrades to key bridges throughout the corridor, such as Ellison Avenue in the Village of Westbury.Through the planned elimination of grade crossings in the Third Track corridor, the project enhances safety and accident prevention, improves traffic flow in local communities while also reducing train horn warning noise.

The draft plan the LIRR submitted to federal officials offers two grade crossing separation alternatives which address the five grade crossings under review in the MLC. They are: Covert Avenue, South 12 th Street and New Hyde Park Road in the Village of New Hyde Park; School Street in the Village of Westbury and Urban Avenue in the New Cassel area.

Phase II Second Avenue Subway System NY Daily News.com With the first part of the long-awaited subway line on Manhattan’s Upper East Side slated to open in December, the Metropolitan Transportation Authority’s gearing up to find funding for Phase 2.That project will extend the subway north from Second Ave. and 96th St. to 125th St. and Lexington Ave., with new stations at 106th, 116th and 125th Sts.

and Lexington Ave. “Our goal is to fast-track Phase 2 to every extent possible, and if these efforts to speed up the project timetable are successful, the MTA will amend our Capital Program and seek additional funds to begin heavy construction sooner,” MTA chairman Thomas Prendergast said Friday. The MTA’s next capital program envisions that construction on Phase 2 of the Second Ave. subway would start in roughly five years, transit officials say.

The Metropolitan Transportation Authority plans to propose allocating $1.5 billion in its 2015-2019 capital program for environmental study, design and then tunneling of the long-awaited north-south subway route, officials said.

Phase 1 of the project, which stretches from E. 96th St to E. 63rd St., is expected to be completed in 2016. Phase 2 will extend the line to E. 125th St., MTA Chairman Tom Prendergast said at a state assembly hearing on the authority’s capital program.

Prendergast said the plan, which isn’t finalized, would likely include approximately $20 billion for so-called “state of good repair” maintenance projects, like replacing tracks, signals and older subway trains. It is also projected to feature $5 billion for expansion projects, like the Second Ave. subway and the Long Island Rail Road link to Grand Central Terminal that is now being built. Further, Prendergast anticipated the plan would provide anywhere from $2 billion to $5 billion for rider enhancements, including countdown clocks on lettered subway lines and a swipe-less replacement of the MetroCard fare-payment system.

THE FUTURE OF MASS TRANSIT IN AMERICA IS GOING HI SPEED… When you say ‘rush hour’ and ‘morning commute’ you probably get a sour taste in your mouth recalling the last time you sat in traffic for 2 hours with one foot on the beak just trying to make it to the west side highway…now imagine that commute in style and comfort, imagine getting all the way to DC in one hour…the future is coming…quick!

MAGLEV: Howstuffworks.com A few countries are using powerful electromagnets to develop high-speed trains, called maglev trains. Maglev is short for magnetic levitation, which means that these trains

will float over a guideway using the basic principles of magnets to replace the old steel wheel and track trains. In this article, you will learn how electromagnetic propulsion works, how three specific types of maglev trains work and where you can

HIWAY | 19

ride one of these trains.

Electromagnetic Suspension (EMS) ­If you’ve ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. As you can read about in How Electromagnets Work, you can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field.

If you disconnect either end of the wire from the battery, the magnetic field is taken away.

The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system.

There are three components to this system: 1. A large electrical power source 2. Metal coils lining a guideway or track 3. Large guidance magnets attached to the underside of the train T­ he big difference between a maglev train and a conventional train is that maglev trains do not have an engine -- at least not the kind of engine

HIWAY | 20

used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.

The magnetized coil running along the track, called a guideway, repels the large magnets on the train’s undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 centimeters) above the guideway.

Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic fields that pull and push the train along the guideway.

The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.

Maglev trains float on a cushion of air, eliminating friction. This lack of friction and the trains’ aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more

than 310 mph (500 kph), or twice as fast as Amtrak’s fastest commuter train. In comparison, a Boeing-777 commercial airplane used for long-range flights can reach a top speed of about 562 mph (905 kph). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 kilometers) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.

Germany and Japan are both developing maglev train technology, and both are currently testing prototypes of their trains. (The German company “Transrapid International” also has a train in commercial use -- more about that in the next section.) Although based on similar concepts, the German and Japanese trains have distinct differences. In Germany,

engineers have developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train’s undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 centimeter) above the guideway and keeps the train levitated even when it’s

not moving. Other guidance magnets embedded in the train’s body keep it stable during travel. Germany has demonstrated that the Transrapid maglev train can reach 300 mph with people onboard.

MAGLEV.net: DC-NY There are already plans to implement Maglev-based systems in Mexico City, New Delhi, and Paris, but United States entrepreneurs and scientists are just as enthusiastic about New York. In fact, the Northeast Maglev Company in Washington D.C. wants to create the first Maglev transport system in the U.S., and specifically for the Northeast Corridor region, that until now has been powered by Amtrak’s railways system, traveling from Boston to New York, to Baltimore to Washington D.C.

The Northeast Maglev Company wants their Superconducting Maglev to travel from Washington D.C. to New York, which is undoubtedly the most congested travel region in the U.S. In association with the Central Japan Railway Company, who developed the technology back in 1987, based on American research.

SCMAGLEV recorded a speed

of 361 mph / 581 kph, which has been certified by the Guinness Book of World Records as the world’s highest speed on a railway.

WHAT ARE THE DIFFERENCES BETWEEN THE JAPANESE MAGLEV AND GERMAN MAGLEV? SCMAGLEV uses superconducting magnets and the German Transrapid uses normal conducting electromagnets. There are also different magnetic levitation choices: SCMAGLEV uses inductive magnetic reactions with no active control and the German Transrapid uses attractive reactions that need active controls. SCMAGLEV rides in a U-shaped channel and the German Transrapid surrounds its T-shaped guideway.

How Noisy?

SCMAGLEV is the quietest high-speed train ever built.

Compared to High-Speed Rail, SCMAGLEV traveling at 186 mph is quie ter than a Train à

Grande Vitesse (TGV) moving at only 55 mph, and about as loud as an automobile moving at 55 mph.

How Safe?

Over a hundred and forty thousand passengers have ridden on the super-fast SCMAGLEV at the Yamanashi Maglev Test Line for a cumulative distance of over 545,000 miles. No fatalities or injuries…not even a dizzy spell!

New York to Washington and Maglev’s Green Power Besides the advent of new technology, much has been written about maglev’s green capacity. A rail system based on magnetic power would minimize travel time, decrease automotive pollution, efficiently protect traveling vehicles, and minimize the “road rage”, which often characterizes the big city experience. There is even talk of solar powered rails to come.

HIWAY | 21

ride one of these trains.

Electromagnetic Suspension (EMS) ­If you’ve ever played with magnets, you know that opposite poles attract and like poles repel each other. This is the basic principle behind electromagnetic propulsion. Electromagnets are similar to other magnets in that they attract metal objects, but the magnetic pull is temporary. As you can read about in How Electromagnets Work, you can easily create a small electromagnet yourself by connecting the ends of a copper wire to the positive and negative ends of an AA, C or D-cell battery. This creates a small magnetic field.

If you disconnect either end of the wire from the battery, the magnetic field is taken away.

The magnetic field created in this wire-and-battery experiment is the simple idea behind a maglev train rail system.

There are three components to this system: 1. A large electrical power source 2. Metal coils lining a guideway or track 3. Large guidance magnets attached to the underside of the train T­ he big difference between a maglev train and a conventional train is that maglev trains do not have an engine -- at least not the kind of engine

HIWAY | 20

used to pull typical train cars along steel tracks. The engine for maglev trains is rather inconspicuous. Instead of using fossil fuels, the magnetic field created by the electrified coils in the guideway walls and the track combine to propel the train.

The magnetized coil running along the track, called a guideway, repels the large magnets on the train’s undercarriage, allowing the train to levitate between 0.39 and 3.93 inches (1 to 10 centimeters) above the guideway.

Once the train is levitated, power is supplied to the coils within the guideway walls to create a unique system of magnetic fields that pull and push the train along the guideway.

The electric current supplied to the coils in the guideway walls is constantly alternating to change the polarity of the magnetized coils. This change in polarity causes the magnetic field in front of the train to pull the vehicle forward, while the magnetic field behind the train adds more forward thrust.

Maglev trains float on a cushion of air, eliminating friction. This lack of friction and the trains’ aerodynamic designs allow these trains to reach unprecedented ground transportation speeds of more

than 310 mph (500 kph), or twice as fast as Amtrak’s fastest commuter train. In comparison, a Boeing-777 commercial airplane used for long-range flights can reach a top speed of about 562 mph (905 kph). Developers say that maglev trains will eventually link cities that are up to 1,000 miles (1,609 kilometers) apart. At 310 mph, you could travel from Paris to Rome in just over two hours.

Germany and Japan are both developing maglev train technology, and both are currently testing prototypes of their trains. (The German company “Transrapid International” also has a train in commercial use -- more about that in the next section.) Although based on similar concepts, the German and Japanese trains have distinct differences. In Germany,

engineers have developed an electromagnetic suspension (EMS) system, called Transrapid. In this system, the bottom of the train wraps around a steel guideway. Electromagnets attached to the train’s undercarriage are directed up toward the guideway, which levitates the train about 1/3 of an inch (1 centimeter) above the guideway and keeps the train levitated even when it’s

not moving. Other guidance magnets embedded in the train’s body keep it stable during travel. Germany has demonstrated that the Transrapid maglev train can reach 300 mph with people onboard.

MAGLEV.net: DC-NY There are already plans to implement Maglev-based systems in Mexico City, New Delhi, and Paris, but United States entrepreneurs and scientists are just as enthusiastic about New York. In fact, the Northeast Maglev Company in Washington D.C. wants to create the first Maglev transport system in the U.S., and specifically for the Northeast Corridor region, that until now has been powered by Amtrak’s railways system, traveling from Boston to New York, to Baltimore to Washington D.C.

The Northeast Maglev Company wants their Superconducting Maglev to travel from Washington D.C. to New York, which is undoubtedly the most congested travel region in the U.S. In association with the Central Japan Railway Company, who developed the technology back in 1987, based on American research.

SCMAGLEV recorded a speed

of 361 mph / 581 kph, which has been certified by the Guinness Book of World Records as the world’s highest speed on a railway.

WHAT ARE THE DIFFERENCES BETWEEN THE JAPANESE MAGLEV AND GERMAN MAGLEV? SCMAGLEV uses superconducting magnets and the German Transrapid uses normal conducting electromagnets. There are also different magnetic levitation choices: SCMAGLEV uses inductive magnetic reactions with no active control and the German Transrapid uses attractive reactions that need active controls. SCMAGLEV rides in a U-shaped channel and the German Transrapid surrounds its T-shaped guideway.

How Noisy?

SCMAGLEV is the quietest high-speed train ever built.

Compared to High-Speed Rail, SCMAGLEV traveling at 186 mph is quie ter than a Train à

Grande Vitesse (TGV) moving at only 55 mph, and about as loud as an automobile moving at 55 mph.

How Safe?

Over a hundred and forty thousand passengers have ridden on the super-fast SCMAGLEV at the Yamanashi Maglev Test Line for a cumulative distance of over 545,000 miles. No fatalities or injuries…not even a dizzy spell!

New York to Washington and Maglev’s Green Power Besides the advent of new technology, much has been written about maglev’s green capacity. A rail system based on magnetic power would minimize travel time, decrease automotive pollution, efficiently protect traveling vehicles, and minimize the “road rage”, which often characterizes the big city experience. There is even talk of solar powered rails to come.

HIWAY | 21

HALMAR TRANSPORTATION SYSTEMS

Halmar Transportation System’s target market is projects in the transportation industry for which program management, integration, and construction expertise in both electrical and civil are critical for a successful project. Building on a legacy of two preeminent NYCT Signal System systems for the NYCT; Concourse Line in the Bronx and Sirota in Staten Island we look to become a major player in an ever expanding market.

A market that is best defined by the current MTA Capitol program which includes 6.7 Billion dollars in Systems projects that will be procured before the end of fiscal 2019. A market that is not limited to NYCT. TThe transportation infrastructure in the Unites States in is critical need of repair. The list of new facilities and rail systems in the planning stage is monumental. And the electrification of rail lines throughout North America is in the planning stage.

Rail Transportation Systems consist of: 1. Signal Control Systems. These are the process control systems that monitor, control, and provide safety overrides for Rail Operations.

2. Communication Systems.

3. Traction Power. The substations, transmission lines, and third rail infrastructure that power the railroad.

Over the last year HTS has focused on building and developing relationships with major technology and design players in the industry to develop teams that can take advantage of this growing and emerging market.

HTS is currently completing it’s first new systems project.

The project includes the upgrade of the traction power systems in the Concourse and Pitkin Rail Barns. The project has allowed HTS to demonstrate management and integration skills to the NYCT and we look forward to a long and successful relationship with the NYCT.

HIWAY | 22

HIWAY | 23

HALMAR TRANSPORTATION SYSTEMS

Halmar Transportation System’s target market is projects in the transportation industry for which program management, integration, and construction expertise in both electrical and civil are critical for a successful project. Building on a legacy of two preeminent NYCT Signal System systems for the NYCT; Concourse Line in the Bronx and Sirota in Staten Island we look to become a major player in an ever expanding market.

A market that is best defined by the current MTA Capitol program which includes 6.7 Billion dollars in Systems projects that will be procured before the end of fiscal 2019. A market that is not limited to NYCT. TThe transportation infrastructure in the Unites States in is critical need of repair. The list of new facilities and rail systems in the planning stage is monumental. And the electrification of rail lines throughout North America is in the planning stage.

Rail Transportation Systems consist of: 1. Signal Control Systems. These are the process control systems that monitor, control, and provide safety overrides for Rail Operations.

2. Communication Systems.

3. Traction Power. The substations, transmission lines, and third rail infrastructure that power the railroad.

Over the last year HTS has focused on building and developing relationships with major technology and design players in the industry to develop teams that can take advantage of this growing and emerging market.

HTS is currently completing it’s first new systems project.

The project includes the upgrade of the traction power systems in the Concourse and Pitkin Rail Barns. The project has allowed HTS to demonstrate management and integration skills to the NYCT and we look forward to a long and successful relationship with the NYCT.

HIWAY | 22

HIWAY | 23

HISTORY OF THE HARD HAT

From the Hard Boiled® Hat to Today’s Skull Bucket: A History of Hard Hats

Bullard’s distinctive three-rib, heat resistant fiberglass hard hat was developed in the 1940’s. In the 1950’s and 1960’s, thermoplastics replaced fiberglass because the newer material was less costly and better suited for the applications.

Bullard was one of the first manufacturers to inject thermoplastic into a mold to produce a hard hat.

History of the Hard Hat A hundred years ago, the hard hat didn’t exist. And fifty years ago, head protection wasn’t widely required for workers.

But, thanks to advances in safety, the hard hat has evolved over the decades.

In 1982, the standard hard hat changed again. The director of safety at Bechtel Corporation, one of Bullard’s major clients, felt that hard hats didn’t have the proper suspension for field work. In response, Bullard introduced a new helmet that incorporated a non-slip ratchet suspension with a knob in the back for simple sizing.

“In 1915, my grandfather began work on a helmet that could protect miners from falling objects. He based it on the doughboy, a helmet he’d worn as a soldier in World War I. The ‘Hard Boiled® Hat’, patented in 1919, was so called because of the steam used in the manufacturing process,” said Bullard.

“The original ‘Hard Boiled® hat’ was manufactured out of steamed canvas, glue, a leather brim, and black paint. My grandfather built a suspension device into what became the worlds’ first, commercially available, industrial head-protection device.”

First Designated ‘Hard Hat Area’ America’s first designated “Hard Hat Area” was set up at the

HIWAY | 24

“The project faced a second problem with the steel coming by train from Bethlehem, Pennsylvania-it oxidized, and needed to be sand blasted before being painted. My grandfather designed a simple sand-blast respirator helmet-basically a hard hat with a bag over it. There was a window to see through, and fresh air pumped into it. That was the beginning of our respiratory-protection business.”

In 1938, Bullard designed and manufactured the first aluminum hard hat, which was considered very durable and reasonably lightweight for the time. “Even today, a few clients still have their 25-year-old aluminum hard hat,” said Bullard. “These hats have one serious drawback, aluminum is a great conductor of electricity.”

When were the first hard hats manufactured? How has the design changed through the years? Who manufactures the six million “skull buckets” sold each year to protect workers’ heads?

The hard hat concept comes from Bullard, a hundred-year-old, family-owned manufacturer of personal protective equipment, specializing in industrial head protection, including hard hats, firefighter head protection and supplied-air respiratory protection.

Established in San Francisco in 1898, Bullard sold carbide lamps and mining equipment to gold and copper miners.

“The miners used to wear a soft derby, similar to a baseball cap. It had a small, hard-leather and shellac brim,” said Edward D. “Jed” Bullard, the company’s fourth-generation president and chief executive officer.

San Francisco Golden Gate Bridge construction site. “The project’s chief engineer, Joseph B. Strauss, shared a vision with my grandfather that the workplace could be a safer environment for the worker. One problem the bridge project faced was falling rivets, which could cause serious injury,” said Bullard. “My grandfather transformed the mining helmet into a durable industrial hard hat.”

Today’s Yellow Hard Hat Within the industry, the hat became known as the “3000 R”. The 3000 R was produced from polyethylene plastic-making it lightweight, durable, easy to mold and non-conductive to electricity. The plastic was treated with an ultra-violet inhibitor which helped the hats weather the outdoor environment. Bullard redesigned the 3000R and introduced the C30, presenting a significant advancement in worker comfort. Enhanced with an upgraded suspension system, the C30 incorporates easy-lock snaps for simple installation, an improved FlexGear® for easy height adjustment, and an enhanced brow pad. Offer the most advanced comfort in the market, the C30 has become known as today’s standard yellow hard hat.

Unprecedented changes have occurred in the last ten years. “A great deal of our knowledge comes from designing firefighter helmets,” said Bullard. “We’ve been able to apply research on applied energy absorption to the industrial setting.”

From that knowledge, the Advent® and Vector evolved. At 25 ounces (709g) the Advent is half the weight of conventional firefighter helmets and is, in fact, the same weight as many climbing helmets.

The Advent is the only protective helmet

designed specifically for emergency response services.

The compact design is unique. “Not having a rear brim improves freedom of movement both in and out of emergency vehicles and confined spaces,” said Bullard. “A crown pad, and a soft, replaceable, foam-backed vinyl brow pad provide extra comfort. It costs less than half the price of conventional fire helmets, and can be equipped with a variety of accessories, including face shields, ear/ neck protectors, hearing protectors and attachments for lamps.”

The Vector is the off-shoot of the Advent.

“The Vector provides impact protection for the top, front, back and side of the head,” said Bullard. “It uses a full inner shock liner to absorb impacts.” The Advent can come with a brow pad, comfortable suspension, built-in goggle strap and retaining slots. The Vector, along with the Advent, are the first caps to meet the newest ANSI standard for industrial head protection.

After gathering input from end-users in the field, Bullard designed the vented hard hat, known as the S62. “The standard complaint we heard about hard hats was that they’re too hot,” says Bullard.

“With this in mind, we went to work and came up with a hat that will help keep workers cool.” Featuring a vented shell, the S62 allows air to flow inside the hard hat, keeping the user cool and comfortable while providing quality protection.

Reprinted from Bullard.com

HIWAY | 25

HISTORY OF THE HARD HAT

From the Hard Boiled® Hat to Today’s Skull Bucket: A History of Hard Hats

Bullard’s distinctive three-rib, heat resistant fiberglass hard hat was developed in the 1940’s. In the 1950’s and 1960’s, thermoplastics replaced fiberglass because the newer material was less costly and better suited for the applications.

Bullard was one of the first manufacturers to inject thermoplastic into a mold to produce a hard hat.

History of the Hard Hat A hundred years ago, the hard hat didn’t exist. And fifty years ago, head protection wasn’t widely required for workers.

But, thanks to advances in safety, the hard hat has evolved over the decades.

In 1982, the standard hard hat changed again. The director of safety at Bechtel Corporation, one of Bullard’s major clients, felt that hard hats didn’t have the proper suspension for field work. In response, Bullard introduced a new helmet that incorporated a non-slip ratchet suspension with a knob in the back for simple sizing.

“In 1915, my grandfather began work on a helmet that could protect miners from falling objects. He based it on the doughboy, a helmet he’d worn as a soldier in World War I. The ‘Hard Boiled® Hat’, patented in 1919, was so called because of the steam used in the manufacturing process,” said Bullard.

“The original ‘Hard Boiled® hat’ was manufactured out of steamed canvas, glue, a leather brim, and black paint. My grandfather built a suspension device into what became the worlds’ first, commercially available, industrial head-protection device.”

First Designated ‘Hard Hat Area’ America’s first designated “Hard Hat Area” was set up at the

HIWAY | 24

“The project faced a second problem with the steel coming by train from Bethlehem, Pennsylvania-it oxidized, and needed to be sand blasted before being painted. My grandfather designed a simple sand-blast respirator helmet-basically a hard hat with a bag over it. There was a window to see through, and fresh air pumped into it. That was the beginning of our respiratory-protection business.”

In 1938, Bullard designed and manufactured the first aluminum hard hat, which was considered very durable and reasonably lightweight for the time. “Even today, a few clients still have their 25-year-old aluminum hard hat,” said Bullard. “These hats have one serious drawback, aluminum is a great conductor of electricity.”

When were the first hard hats manufactured? How has the design changed through the years? Who manufactures the six million “skull buckets” sold each year to protect workers’ heads?

The hard hat concept comes from Bullard, a hundred-year-old, family-owned manufacturer of personal protective equipment, specializing in industrial head protection, including hard hats, firefighter head protection and supplied-air respiratory protection.

Established in San Francisco in 1898, Bullard sold carbide lamps and mining equipment to gold and copper miners.

“The miners used to wear a soft derby, similar to a baseball cap. It had a small, hard-leather and shellac brim,” said Edward D. “Jed” Bullard, the company’s fourth-generation president and chief executive officer.

San Francisco Golden Gate Bridge construction site. “The project’s chief engineer, Joseph B. Strauss, shared a vision with my grandfather that the workplace could be a safer environment for the worker. One problem the bridge project faced was falling rivets, which could cause serious injury,” said Bullard. “My grandfather transformed the mining helmet into a durable industrial hard hat.”

Today’s Yellow Hard Hat Within the industry, the hat became known as the “3000 R”. The 3000 R was produced from polyethylene plastic-making it lightweight, durable, easy to mold and non-conductive to electricity. The plastic was treated with an ultra-violet inhibitor which helped the hats weather the outdoor environment. Bullard redesigned the 3000R and introduced the C30, presenting a significant advancement in worker comfort. Enhanced with an upgraded suspension system, the C30 incorporates easy-lock snaps for simple installation, an improved FlexGear® for easy height adjustment, and an enhanced brow pad. Offer the most advanced comfort in the market, the C30 has become known as today’s standard yellow hard hat.

Unprecedented changes have occurred in the last ten years. “A great deal of our knowledge comes from designing firefighter helmets,” said Bullard. “We’ve been able to apply research on applied energy absorption to the industrial setting.”

From that knowledge, the Advent® and Vector evolved. At 25 ounces (709g) the Advent is half the weight of conventional firefighter helmets and is, in fact, the same weight as many climbing helmets.

The Advent is the only protective helmet

designed specifically for emergency response services.

The compact design is unique. “Not having a rear brim improves freedom of movement both in and out of emergency vehicles and confined spaces,” said Bullard. “A crown pad, and a soft, replaceable, foam-backed vinyl brow pad provide extra comfort. It costs less than half the price of conventional fire helmets, and can be equipped with a variety of accessories, including face shields, ear/ neck protectors, hearing protectors and attachments for lamps.”

The Vector is the off-shoot of the Advent.

“The Vector provides impact protection for the top, front, back and side of the head,” said Bullard. “It uses a full inner shock liner to absorb impacts.” The Advent can come with a brow pad, comfortable suspension, built-in goggle strap and retaining slots. The Vector, along with the Advent, are the first caps to meet the newest ANSI standard for industrial head protection.

After gathering input from end-users in the field, Bullard designed the vented hard hat, known as the S62. “The standard complaint we heard about hard hats was that they’re too hot,” says Bullard.

“With this in mind, we went to work and came up with a hat that will help keep workers cool.” Featuring a vented shell, the S62 allows air to flow inside the hard hat, keeping the user cool and comfortable while providing quality protection.

Reprinted from Bullard.com

HIWAY | 25

RAILROAD TRACK SAFETY

THE FOLLOWING SAFETY TIPS ARE BROUGHT TO YOU

BY SAFETYSERVICESCOMPANY.COM AND OIL.COM. Halmar’s attention to track safety awareness and training is extensive because we believe that our people are our biggest asset and we recognize the importance of keeping them safe.

All Halmar employees on track related projects are required to be tracked trained, (NYCT is good for 2 years, Metro North. Amtrak, NJPATH is good for one year).

As contractors we are not allowed onto the tracks without flag persons.

We work under General Orders, once we receive notice that the power is off and confirmed (through the resident engineer). The flagging crew sets up the track, we set up the third rail alarm boxes (after they have been tested and passed) put out the bumper blocks, and rubber mats over the third rail. Once all of the aforementioned is setup and in place then the crew can go to work safely.

Its this level of uncompromising attention to detail with our safety requirements that ensure our employees return to their families at the end of each work day.

1. Always expect a train at each highway-rail intersection.

Working on or around railroad tracks can be a hazardous job if you’re not alert and paying attention to your surroundings. Working in railyards or out repairing track is hard work, it can be exhausting, and you can lose focus; these are the times that accidents happen. Hazards are a part of any work-site, and knowledge of those hazards and how to handle them safely or eliminate them is essential. Proper training and following your training will allow you to safely handle most hazards. Report any hazard to your supervisor and make sure your co-workers are aware of them, do not assume they already know. Most accidents occur as the result of unsafe acts which could have been prevented by using common sense. If you witness any unsafe acts by your co-workers, make sure they know that it is unsafe and know the proper, safe way to do the task.

FOLLOWING ARE GUIDELINES FOR WORKING SAFELY AROUND TRACKS: • When you are required to work around live tracks, stay alert.

•

Expect movement from on-track equipment at any time.

•

Before approaching a track, look in both directions. Make sure its safe to get on or cross the track.

•

Never cross a track in front of oncoming traffic unless you are absolutely certain there is sufficient time and space to do so safely.

•

When on-track equipment is approaching, stay at least 30 feet from the track while the equipment is passing.

•

Watch for protruding structures on passing equipment as well as other hazards.

•

When rail traffic is approaching move away from the track, and warn your co-workers as well.

•

Never sit, walk, step, stand, or lay on rails; including other track components such as switch points, frogs, guard rails, derails, and wheel stops.

•

Do not lean on, climb on, or go under any on-track equipment unless your job requires it. Then do so only after all required safety procedures, such as lockout / tagout procedures have been put in place.

•

Do not walk between two pieces of on-track equipment unless they are separated by at least 50 feet.

•

Keep at least 25 feet from the end of standing trains, cars, or locomotives. This will allow you time to react safely to any movement of the equipment.

•

Avoid being trapped between on-track equipment passing on adjacent tracks.

•

It is the responsibility of the employee to be aware of the ever present hazards associated with working around tracks. Use good judgment and common sense in dealing with these hazards. Keeping alert at all times on the job will protect you and your co-workers from the various hazards of working on the rails.

•

Be safe out there

HIWAY | 26

2. All train tracks are private property. Never walk on tracks; it’s illegal trespass and highly dangerous. By the time a locomotive engineer sees a trespasser or vehicle on the tracks it’s too late. It takes the average freight train traveling at 55 mph more than a mile—the length of 18 football fields—to stop. Trains cannot stop quickly enough to avoid a collision.

3. The average locomotive weighs about 400,000 pounds or 200 tons; it can weigh up to 6,000 tons. This makes the weight ratio of a car to a train proportional to that of a soda can to a car. We all know what happens to a soda can hit by a car.

4. Trains have the right of way 100% of the time over emergency vehicles, cars, the police and pedestrians.

5. A train can extend three feet or more beyond the steel rail, putting the safety zone for pedestrians well beyond the three foot mark. If there are rails on the railroad ties always assume the track is in use, even if there are weeds or the track looks unused.

6. Trains can move in either direction at any time. Sometimes their cars are pushed by locomotives instead of being pulled, which is especially true in commuter and light rail passenger service.

7. Today’s trains are quieter than ever, producing no telltale “clackety-clack.” Any approaching train is always closer, moving faster, than you think.

8. Remember to cross train tracks only at designated pedestrian or roadway crossings, and obey all warning signs and signals posted there.

9. Stay alert around railroad tracks. No texting, headphones or other distractions that would prevent you from hearing an approaching train; never mix rails and recreation.

HIWAY | 27

RAILROAD TRACK SAFETY

THE FOLLOWING SAFETY TIPS ARE BROUGHT TO YOU

BY SAFETYSERVICESCOMPANY.COM AND OIL.COM. Halmar’s attention to track safety awareness and training is extensive because we believe that our people are our biggest asset and we recognize the importance of keeping them safe.

All Halmar employees on track related projects are required to be tracked trained, (NYCT is good for 2 years, Metro North. Amtrak, NJPATH is good for one year).

As contractors we are not allowed onto the tracks without flag persons.

We work under General Orders, once we receive notice that the power is off and confirmed (through the resident engineer). The flagging crew sets up the track, we set up the third rail alarm boxes (after they have been tested and passed) put out the bumper blocks, and rubber mats over the third rail. Once all of the aforementioned is setup and in place then the crew can go to work safely.

Its this level of uncompromising attention to detail with our safety requirements that ensure our employees return to their families at the end of each work day.

1. Always expect a train at each highway-rail intersection.

Working on or around railroad tracks can be a hazardous job if you’re not alert and paying attention to your surroundings. Working in railyards or out repairing track is hard work, it can be exhausting, and you can lose focus; these are the times that accidents happen. Hazards are a part of any work-site, and knowledge of those hazards and how to handle them safely or eliminate them is essential. Proper training and following your training will allow you to safely handle most hazards. Report any hazard to your supervisor and make sure your co-workers are aware of them, do not assume they already know. Most accidents occur as the result of unsafe acts which could have been prevented by using common sense. If you witness any unsafe acts by your co-workers, make sure they know that it is unsafe and know the proper, safe way to do the task.

FOLLOWING ARE GUIDELINES FOR WORKING SAFELY AROUND TRACKS: • When you are required to work around live tracks, stay alert.

•

Expect movement from on-track equipment at any time.

•

Before approaching a track, look in both directions. Make sure its safe to get on or cross the track.

•

Never cross a track in front of oncoming traffic unless you are absolutely certain there is sufficient time and space to do so safely.

•

When on-track equipment is approaching, stay at least 30 feet from the track while the equipment is passing.

•

Watch for protruding structures on passing equipment as well as other hazards.

•

When rail traffic is approaching move away from the track, and warn your co-workers as well.

•

Never sit, walk, step, stand, or lay on rails; including other track components such as switch points, frogs, guard rails, derails, and wheel stops.

•

Do not lean on, climb on, or go under any on-track equipment unless your job requires it. Then do so only after all required safety procedures, such as lockout / tagout procedures have been put in place.

•

Do not walk between two pieces of on-track equipment unless they are separated by at least 50 feet.

•

Keep at least 25 feet from the end of standing trains, cars, or locomotives. This will allow you time to react safely to any movement of the equipment.

•

Avoid being trapped between on-track equipment passing on adjacent tracks.

•

It is the responsibility of the employee to be aware of the ever present hazards associated with working around tracks. Use good judgment and common sense in dealing with these hazards. Keeping alert at all times on the job will protect you and your co-workers from the various hazards of working on the rails.

•

Be safe out there

HIWAY | 26

2. All train tracks are private property. Never walk on tracks; it’s illegal trespass and highly dangerous. By the time a locomotive engineer sees a trespasser or vehicle on the tracks it’s too late. It takes the average freight train traveling at 55 mph more than a mile—the length of 18 football fields—to stop. Trains cannot stop quickly enough to avoid a collision.

3. The average locomotive weighs about 400,000 pounds or 200 tons; it can weigh up to 6,000 tons. This makes the weight ratio of a car to a train proportional to that of a soda can to a car. We all know what happens to a soda can hit by a car.

4. Trains have the right of way 100% of the time over emergency vehicles, cars, the police and pedestrians.

5. A train can extend three feet or more beyond the steel rail, putting the safety zone for pedestrians well beyond the three foot mark. If there are rails on the railroad ties always assume the track is in use, even if there are weeds or the track looks unused.

6. Trains can move in either direction at any time. Sometimes their cars are pushed by locomotives instead of being pulled, which is especially true in commuter and light rail passenger service.

7. Today’s trains are quieter than ever, producing no telltale “clackety-clack.” Any approaching train is always closer, moving faster, than you think.

8. Remember to cross train tracks only at designated pedestrian or roadway crossings, and obey all warning signs and signals posted there.

9. Stay alert around railroad tracks. No texting, headphones or other distractions that would prevent you from hearing an approaching train; never mix rails and recreation.

HIWAY | 27

JULY 2015

SAFETY

FACT SHEET Rail – Moving America Forward

Estimated USA Commuter Ridership Growth Growth Source: American Public Transportation Association (APTA) 2014

Railroads are Moving More People and Carrying More Goods Today Than in a Generation Amtrak ridership is up more than 50% since 2000 Freight rail traffic is near an all-time high Rail must grow to balance the Nation’s transportation options

Rail has Never Been Safer FRA is a data-driven agency. Every regulation and enforcement action we issue is based on facts and sound research using advanced statistical methods and modeling. We closely monitor data and trends to eliminate risk.

Ensuring Continuous Safety Improvement

Intermodal Growth

TOFC/COFC Class 1 Railroad Loadings in Millions of Units Source: Association of American Railroads (AAR) “Railroad Facts” (2013 preliminary from “Weekly Railroad Traffic, 2013 Annual Summary”)

*Fiscal Year Representing Absolute Numbers Source: FRA

Out-Performing Government Performance Results Act (GPRA) Goals: Five-Year Railroad Safety Trends *Normalized Numbers for Fiscal Year Source: FRA

HIWAY | 28 To learn more about the FRA, our leadership, programs, grants, and loans, please visit our website at www.fra.dot.gov.

Strong Oversight: • 70,177 inspections (Sept. 2013-Aug. 2014) • 8,350 cited violations (8,350) • Automated Track Inspect5ions (ATIP): 65,367 track miles covered in FY13-14

•

Harnessing Emerging Technologies and Research: • Positive Train Control (PTC) • Standardized Next Generation Passenger Rail Equipment • Human Factors • Next-generation Track and Equipment Inspections

•

Innovative Partnerships with Industry and Labor: • Switching Operations Fatality Analysis (SOFA) • Fatality Analysis Maintenance-of-Way Employees and Signalmen (FAMES) • Operation Red Block • Electronic Device Distraction

Human Factor Caused Accidents…down 5% Track Caused Accidents…down 29% Equipment Caused Accidents…down 5%

Ten-Year Trend for Accident Reductions

Source: FRA

Accidents related to human error and track defects account for more than two-thirds of all train accidents, while trespassing and highway-rail grade crossing incidents account for 96% of all rail-related fatalities.

•

Two straight years of record-breaking safety performance, along with significant reductions in all types of accidents since FY 2008, proves that FRA’s approach to oversight and enforcement is effective.

• • •

Train Accident Causes – FY 2014

While rail safety is at an all-time best, we owe it to the public and rail workers to do better. Continuous safety improvement requires a comprehensive strategy designed to eliminate risks on railroads. We accomplish this by merging proven safety approaches – like our rail safety inspections and oversight programs – with performance-based measures that improve safety culture, harness technology and research, then apply the best of what we’ve learned to establish benchmarks, develop and ensure adherence to best practices, and implement new safety management programs. Here is our record:

The Federal Railroad Administration’s (FRA) mission is to enable the safe, reliable, and efficient movement of people and goods for a strong America, now and in the future.

• • •

Actively Addressing Challenges

Rail-Related Fatalities – FY 2014 Source: FRA

Responding Decisively to Accidents We learn from every accident. FRA investigators focus on identifying an accident’s root-causes so we can eliminate risk and take all appropriate enforcement action. Our focus today is: •

Passenger Rail Safety: • Operation Deep Dive on Metro North Commuter Railroad

•

Addressing the Safe Transport of Crude Oil by Rail: • Railroad Safety Advisory Committee (RSAC) – working groups on crew size, hazardous material, and train securement • Operation Classification (the “Bakken Blitz”) • FRA’s Call to Action on Safely Transporting Hazardous Materials • Pipeline and Hazardous Materials Safety Administration’s (PHMSA) Operation Safe Delivery • Tank Car Integrity (DOT 111 Tank Car Advanced Notice Of Proposed Rulemaking [ANPRM]) • Emergency Preparedness and Response

2 | www.fra.dot.gov

HIWAY | 29

JULY 2015

SAFETY

FACT SHEET Rail – Moving America Forward

Estimated USA Commuter Ridership Growth Growth Source: American Public Transportation Association (APTA) 2014

Railroads are Moving More People and Carrying More Goods Today Than in a Generation Amtrak ridership is up more than 50% since 2000 Freight rail traffic is near an all-time high Rail must grow to balance the Nation’s transportation options

Rail has Never Been Safer FRA is a data-driven agency. Every regulation and enforcement action we issue is based on facts and sound research using advanced statistical methods and modeling. We closely monitor data and trends to eliminate risk.

Ensuring Continuous Safety Improvement

Intermodal Growth

TOFC/COFC Class 1 Railroad Loadings in Millions of Units Source: Association of American Railroads (AAR) “Railroad Facts” (2013 preliminary from “Weekly Railroad Traffic, 2013 Annual Summary”)

*Fiscal Year Representing Absolute Numbers Source: FRA

Out-Performing Government Performance Results Act (GPRA) Goals: Five-Year Railroad Safety Trends *Normalized Numbers for Fiscal Year Source: FRA

HIWAY | 28 To learn more about the FRA, our leadership, programs, grants, and loans, please visit our website at www.fra.dot.gov.

Strong Oversight: • 70,177 inspections (Sept. 2013-Aug. 2014) • 8,350 cited violations (8,350) • Automated Track Inspect5ions (ATIP): 65,367 track miles covered in FY13-14

•

Harnessing Emerging Technologies and Research: • Positive Train Control (PTC) • Standardized Next Generation Passenger Rail Equipment • Human Factors • Next-generation Track and Equipment Inspections

•

Innovative Partnerships with Industry and Labor: • Switching Operations Fatality Analysis (SOFA) • Fatality Analysis Maintenance-of-Way Employees and Signalmen (FAMES) • Operation Red Block • Electronic Device Distraction

Human Factor Caused Accidents…down 5% Track Caused Accidents…down 29% Equipment Caused Accidents…down 5%

Ten-Year Trend for Accident Reductions

Source: FRA

Accidents related to human error and track defects account for more than two-thirds of all train accidents, while trespassing and highway-rail grade crossing incidents account for 96% of all rail-related fatalities.

•

Two straight years of record-breaking safety performance, along with significant reductions in all types of accidents since FY 2008, proves that FRA’s approach to oversight and enforcement is effective.

• • •

Train Accident Causes – FY 2014

While rail safety is at an all-time best, we owe it to the public and rail workers to do better. Continuous safety improvement requires a comprehensive strategy designed to eliminate risks on railroads. We accomplish this by merging proven safety approaches – like our rail safety inspections and oversight programs – with performance-based measures that improve safety culture, harness technology and research, then apply the best of what we’ve learned to establish benchmarks, develop and ensure adherence to best practices, and implement new safety management programs. Here is our record:

The Federal Railroad Administration’s (FRA) mission is to enable the safe, reliable, and efficient movement of people and goods for a strong America, now and in the future.

• • •

Actively Addressing Challenges

Rail-Related Fatalities – FY 2014 Source: FRA

Responding Decisively to Accidents We learn from every accident. FRA investigators focus on identifying an accident’s root-causes so we can eliminate risk and take all appropriate enforcement action. Our focus today is: •

Passenger Rail Safety: • Operation Deep Dive on Metro North Commuter Railroad

•

Addressing the Safe Transport of Crude Oil by Rail: • Railroad Safety Advisory Committee (RSAC) – working groups on crew size, hazardous material, and train securement • Operation Classification (the “Bakken Blitz”) • FRA’s Call to Action on Safely Transporting Hazardous Materials • Pipeline and Hazardous Materials Safety Administration’s (PHMSA) Operation Safe Delivery • Tank Car Integrity (DOT 111 Tank Car Advanced Notice Of Proposed Rulemaking [ANPRM]) • Emergency Preparedness and Response

2 | www.fra.dot.gov

HIWAY | 29

These are the

DRONES One of the main topics at the 2015 30th annual construction super conference Held in San Diego was Drones in the construction industry?

According to the article Up in the Air: The Emerging Risk of Drones in the Construction Industry by John Babel and Kent Holland for ConstructionRisk. com, the answer is an emphatic yes. Drones can be used for site selection, surveying, and real-time job inspection. And the cost of using drones (also known as unmanned aerial vehicles, or UAVs) is half the cost associated with using planes or helicopters for the same job site related tasks.

However, at his time, as John Babel reports in an article reprinted in ConstructionRisk.com, the use of drones for commercial purposes is not sanctioned by the Federal Aviation Agency (FAA).

greatly increase the potential for accidents in the already crowded airspace in this country. This is a valid concern but the use of commercial drones continues to increase even though the FAA prohibits it.

Congress realizes this and on February 14, 2012 “passed a law… to compel the FAA to issue rules making commercial UAV use legal by 2015. The 2012 FAA Modernization and Reform Act contains a seven page provision known as the ‘Drone Act’ requiring the FAA to fully integrate unmanned aircraft into the National Airspace System

by September 2015.”

“The old way needed two persons for one week. The [drones] can do it in one or two hours”

The FAA’s current position is based upon its concern that large scale use of UAVs for commercial purposes will

HIWAY | 30

In the meantime, the FAA’s jurisdiction over the commercial use of drones has been challenged in

you’re looking for.

is obvious that UAVs can be a valuable tool for contractors but like all new technology their use must be implemented in a manner that minimizes risk and potential liability.

Despite the FAA’s efforts to sti-

fle the use of drones, drones are gaining in popularity.

According to a recent article in the wall street journal in an ongoing effort to improve jobsite productivity in the construction industry, Mr. Onodera said Komatsu has been

site, measuring by air is much, much easier,” Mr. Onodera said. “The old way needed two persons for one week.

The [drones] can do it in one or two hours” for a similar-size site.

Skycatch

court. Judge Patrick Geraghty, a Federal National Transportation Safety Board judge has ruled that the FAA “has no legal authority to regulate UAVs used for commercial purposes.”

The FAA disputes this ruling and says it will continue to issue citations for the commercial use of drones.

Given this legal landscape, what should contractors wanting to use drones on their projects do to protect themselves from potential lawsuits that may occur as result of their use of UAVs? According to Mr. Babel, commercial general liability insurance policies do not cover the usage of drones because these policies usually exclude

working on automating its machinery for years (more on that in the next issue), but a lack of terrain data that was accurate and quickly available made it difficult to put the machines into practice.

Drone images photo credit: dji.com

The company has tried to use ground-based scanners, but they took too long.

“If we want to measure a large construction

Chief Executive Christian Sanz said his company is hoping to provide drones “to scale to thousands of [Komatsu’s] sites all over the world, shaving costs and time for a safer work environment.”

According to Equipment World, in an article titled Eyes in the Sky, the FAA has said that it plans to allow commercial UAS use once it has drawn up proper regulations for the aircraft. The deadline for those regulations is some time in 2015. Until then, it’s a promising though somewhat confusing time for those pioneering use of the technology in the construction industry.

Nevertheless, drones and UAVs are already flying over jobsites today.

Skycatch says Komatsu plans to lease at least 200 drones from it over the next several years.

The Skycatch drones are programmed to automatically fly over a set area and use sensors to collect data on the terrain below. The drones even return to ground stations and swap in new batteries when power is running low.

Halmar currently employees the use of two drones that have successfully surveyed projects like Mill Basin (below) and Popolopen (above) affording our engineers a bird’s eye view of all facets of the project.

coverage of “’ownership, maintenance or use’ of an auto, aircraft, or watercraft.”

The author recommends that contractors who plan to use drones consult their insurance agents before doing so. Contacting your attorney would also be a good idea.It

HIWAY | 31

These are the

DRONES One of the main topics at the 2015 30th annual construction super conference Held in San Diego was Drones in the construction industry?

According to the article Up in the Air: The Emerging Risk of Drones in the Construction Industry by John Babel and Kent Holland for ConstructionRisk. com, the answer is an emphatic yes. Drones can be used for site selection, surveying, and real-time job inspection. And the cost of using drones (also known as unmanned aerial vehicles, or UAVs) is half the cost associated with using planes or helicopters for the same job site related tasks.

However, at his time, as John Babel reports in an article reprinted in ConstructionRisk.com, the use of drones for commercial purposes is not sanctioned by the Federal Aviation Agency (FAA).

greatly increase the potential for accidents in the already crowded airspace in this country. This is a valid concern but the use of commercial drones continues to increase even though the FAA prohibits it.

Congress realizes this and on February 14, 2012 “passed a law… to compel the FAA to issue rules making commercial UAV use legal by 2015. The 2012 FAA Modernization and Reform Act contains a seven page provision known as the ‘Drone Act’ requiring the FAA to fully integrate unmanned aircraft into the National Airspace System

by September 2015.”

“The old way needed two persons for one week. The [drones] can do it in one or two hours”

The FAA’s current position is based upon its concern that large scale use of UAVs for commercial purposes will

HIWAY | 30

In the meantime, the FAA’s jurisdiction over the commercial use of drones has been challenged in

you’re looking for.

is obvious that UAVs can be a valuable tool for contractors but like all new technology their use must be implemented in a manner that minimizes risk and potential liability.

Despite the FAA’s efforts to sti-

fle the use of drones, drones are gaining in popularity.

According to a recent article in the wall street journal in an ongoing effort to improve jobsite productivity in the construction industry, Mr. Onodera said Komatsu has been

site, measuring by air is much, much easier,” Mr. Onodera said. “The old way needed two persons for one week.

The [drones] can do it in one or two hours” for a similar-size site.

Skycatch

court. Judge Patrick Geraghty, a Federal National Transportation Safety Board judge has ruled that the FAA “has no legal authority to regulate UAVs used for commercial purposes.”

The FAA disputes this ruling and says it will continue to issue citations for the commercial use of drones.

Given this legal landscape, what should contractors wanting to use drones on their projects do to protect themselves from potential lawsuits that may occur as result of their use of UAVs? According to Mr. Babel, commercial general liability insurance policies do not cover the usage of drones because these policies usually exclude

working on automating its machinery for years (more on that in the next issue), but a lack of terrain data that was accurate and quickly available made it difficult to put the machines into practice.

Drone images photo credit: dji.com

The company has tried to use ground-based scanners, but they took too long.

“If we want to measure a large construction

Chief Executive Christian Sanz said his company is hoping to provide drones “to scale to thousands of [Komatsu’s] sites all over the world, shaving costs and time for a safer work environment.”

According to Equipment World, in an article titled Eyes in the Sky, the FAA has said that it plans to allow commercial UAS use once it has drawn up proper regulations for the aircraft. The deadline for those regulations is some time in 2015. Until then, it’s a promising though somewhat confusing time for those pioneering use of the technology in the construction industry.

Nevertheless, drones and UAVs are already flying over jobsites today.

Skycatch says Komatsu plans to lease at least 200 drones from it over the next several years.

The Skycatch drones are programmed to automatically fly over a set area and use sensors to collect data on the terrain below. The drones even return to ground stations and swap in new batteries when power is running low.

Halmar currently employees the use of two drones that have successfully surveyed projects like Mill Basin (below) and Popolopen (above) affording our engineers a bird’s eye view of all facets of the project.

coverage of “’ownership, maintenance or use’ of an auto, aircraft, or watercraft.”

The author recommends that contractors who plan to use drones consult their insurance agents before doing so. Contacting your attorney would also be a good idea.It

HIWAY | 31

NEWHIRES The newest branch of the Halmar Family tree recently formed with the addition of Vice President, Dennis Capolino. The Procurement Department is going to be responsible for Pre-Construction Activities involved in the projects from the day the plans first hit the office until the project kicks off in the field. It will work in tandem with the estimating department on bids, handle the submissions to the Owner after we are low bidder until the Contract gets formally awarded and then of course, handle all of the buyouts, contracts, purchase orders, and change orders. In addition to Sharon Sabo joining the procurement department, we welcome Nick Torrano who came on board to round out the team!

Nick Pennisi Safety Dep’t

Dennis Capolino Procurement Dep’t

Wayne Scheers Mill Basin

Mike Kobbe Estimating

Nick Torrano Procurement Dep’t

Tied Knot Teresa & Tim Tully Married, July 3, 2015

Chris Mezzanotte Mill Basin

SEPARATED AT BIRTH

HalmarSwag

WHERE IN THE WORLD IS...HALMAR? We know you’ve got it, now it’s time to flaunt it! We want your best swag photos, it may even earn you more swag. Rules: Keep it clean, be safe, and we don’t want swag photos from Interpol, so no law breaking please...that’s bad publicity. SO WEAR IT PROUD! Send all photo via email to Kim Begonja at kbegonja@halmarinternational.com with your name and location(s).

Robert Patrick Actor

Nick Vanier

Bill Rode

TODAY...

MattWHAT’S Vanagas GOING ON AT HALMAR Lubia Donis

Kim Begonja

Robert Powers Project Executive

S C RAMBL E

KNOW YOUR Heavy Equipment Manufacturers! lctalreirpea____________________________________ h o j n r e e d e__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ tamsoku________________________________________ ithcahi_________________________________________ riereblh________________________________________ ramtreca_______________________________________ noosad_________________________________________ removere_______________________________________ Stuck? Answers can be found on the bottom of page 27.

HIWAY | 32

HIWAY | 33

NEWHIRES The newest branch of the Halmar Family tree recently formed with the addition of Vice President, Dennis Capolino. The Procurement Department is going to be responsible for Pre-Construction Activities involved in the projects from the day the plans first hit the office until the project kicks off in the field. It will work in tandem with the estimating department on bids, handle the submissions to the Owner after we are low bidder until the Contract gets formally awarded and then of course, handle all of the buyouts, contracts, purchase orders, and change orders. In addition to Sharon Sabo joining the procurement department, we welcome Nick Torrano who came on board to round out the team!

Nick Pennisi Safety Dep’t

Dennis Capolino Procurement Dep’t

Wayne Scheers Mill Basin

Mike Kobbe Estimating

Nick Torrano Procurement Dep’t

Tied Knot Teresa & Tim Tully Married, July 3, 2015

Chris Mezzanotte Mill Basin

SEPARATED AT BIRTH

HalmarSwag

WHERE IN THE WORLD IS...HALMAR? We know you’ve got it, now it’s time to flaunt it! We want your best swag photos, it may even earn you more swag. Rules: Keep it clean, be safe, and we don’t want swag photos from Interpol, so no law breaking please...that’s bad publicity. SO WEAR IT PROUD! Send all photo via email to Kim Begonja at kbegonja@halmarinternational.com with your name and location(s).

Robert Patrick Actor

Nick Vanier

Bill Rode

TODAY...

MattWHAT’S Vanagas GOING ON AT HALMAR Lubia Donis

Kim Begonja

Robert Powers Project Executive

S C RAMBL E

KNOW YOUR Heavy Equipment Manufacturers! lctalreirpea____________________________________ h o j n r e e d e__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ tamsoku________________________________________ ithcahi_________________________________________ riereblh________________________________________ ramtreca_______________________________________ noosad_________________________________________ removere_______________________________________ Stuck? Answers can be found on the bottom of page 27.

HIWAY | 32

HIWAY | 33

HALMAR SPORTS

Halmar’s invovement in community and the tri-state area.

Halmar Racing The Halmar Race Team is set to begin a new season next month. Returning drivers include Allison Ricci, Matt Janiac and Willy Achmoody. Halmar would like to welcome its newest members, Jimmy Horton and Mr. Stewart Friesen! With 237 career wins, Stewart comes to us from Ontario, Canada. Stewart had his first big win with the team on Saturday, March 19 at The New Egypt Speedway. Jimmy Horton, 465 career modified wins and an abundance of varied racing experience, comes to us from Neshanic, NJ. With the addition of Jimmy and Stewart, the Halmar Racing team is poised to have an impressive second season!

The New Jersey Devils

With new blood GM Ray Shero and coach Hynes leading the team The New Jersey Devils once again looked to a defenseman to serve as the captain of the team. New Jersey named Andy Greene as the 11th captain in franchise history taking the place of now-retired blue-liner Bryce Salvador. The Devils had a great season picking up some amazing new talent along the way! An injury put Cory out for a few games but he finished strong and scoring the final goal in the winning game, we said a fond farewell to Patrick ‘Patty’ Elias on his last game at Prudential. Earlier in the season we entered into an exciting project with Orange County Choppers to build a custom bike as the fan appreciation give away this year. The entire team signed the gas tank! With three finalists selected to come to the game, Chris drew the winning name and presented the keys to a very excited Anna as Paul Sr. of Orange County Choppers revved the engine in the packed arena! We are looking forward to another fun season hockey in the fall, Go Devils!

The Brooklyn Nets According to BleacherReport.com, the Brooklyn Nets ended the season with a 21-61 record….it doesn’t sound great but it isn’t all bad. They recently made a key change and hired HYPERLINK “http:// bleacherreport.com/atlanta-hawks” Atlanta Hawks assistant coach Kenny Atkinson, praised for his player development skills, to take over as head coach. With a new general manager, a new head coach who has received glowing reviews from around the league and more cap space than they’ve had in a long while, the Nets have some reasons for optimism. And although they may not have first round draft pick until 2019, what they do have is over $40M to spend on free agents to beef up next year’s roster. So let’s keep a hopeful eye on their choices in how they spend that money to go from being the new kid in New York to the big kid on the block.

HIWAY | 34

S C RAMBL E ANSWERS

KNOW YOUR Heavy Equipment Manufacturers! lc talreirpea___ Caterpillar hojn reede____ John Deere tamsoku______ Komastsu i t h c a h i__ _ _ _ _ _ _ H i t a c h i r i e r e b l h __ _ _ _ _ _ L i e b h e r r r a m t r e c a __ _ _ _ _ Te r r a m a c noosad_______ Doosan re m o v e re _ _ _ _ _ Ve r m e e r

HIWAY | 35

HALMAR SPORTS

Halmar’s invovement in community and the tri-state area.

Halmar Racing The Halmar Race Team is set to begin a new season next month. Returning drivers include Allison Ricci, Matt Janiac and Willy Achmoody. Halmar would like to welcome its newest members, Jimmy Horton and Mr. Stewart Friesen! With 237 career wins, Stewart comes to us from Ontario, Canada. Stewart had his first big win with the team on Saturday, March 19 at The New Egypt Speedway. Jimmy Horton, 465 career modified wins and an abundance of varied racing experience, comes to us from Neshanic, NJ. With the addition of Jimmy and Stewart, the Halmar Racing team is poised to have an impressive second season!

The New Jersey Devils

With new blood GM Ray Shero and coach Hynes leading the team The New Jersey Devils once again looked to a defenseman to serve as the captain of the team. New Jersey named Andy Greene as the 11th captain in franchise history taking the place of now-retired blue-liner Bryce Salvador. The Devils had a great season picking up some amazing new talent along the way! An injury put Cory out for a few games but he finished strong and scoring the final goal in the winning game, we said a fond farewell to Patrick ‘Patty’ Elias on his last game at Prudential. Earlier in the season we entered into an exciting project with Orange County Choppers to build a custom bike as the fan appreciation give away this year. The entire team signed the gas tank! With three finalists selected to come to the game, Chris drew the winning name and presented the keys to a very excited Anna as Paul Sr. of Orange County Choppers revved the engine in the packed arena! We are looking forward to another fun season hockey in the fall, Go Devils!

The Brooklyn Nets According to BleacherReport.com, the Brooklyn Nets ended the season with a 21-61 record….it doesn’t sound great but it isn’t all bad. They recently made a key change and hired HYPERLINK “http:// bleacherreport.com/atlanta-hawks” Atlanta Hawks assistant coach Kenny Atkinson, praised for his player development skills, to take over as head coach. With a new general manager, a new head coach who has received glowing reviews from around the league and more cap space than they’ve had in a long while, the Nets have some reasons for optimism. And although they may not have first round draft pick until 2019, what they do have is over $40M to spend on free agents to beef up next year’s roster. So let’s keep a hopeful eye on their choices in how they spend that money to go from being the new kid in New York to the big kid on the block.

HIWAY | 34

S C RAMBL E ANSWERS

KNOW YOUR Heavy Equipment Manufacturers! lc talreirpea___ Caterpillar hojn reede____ John Deere tamsoku______ Komastsu i t h c a h i__ _ _ _ _ _ _ H i t a c h i r i e r e b l h __ _ _ _ _ _ L i e b h e r r r a m t r e c a __ _ _ _ _ Te r r a m a c noosad_______ Doosan re m o v e re _ _ _ _ _ Ve r m e e r

HIWAY | 35

HIWAY | 36

HALMAR INTERNATIONAL LLC 421 East Route 59 • Nanuet, NY 10954 TEL: 845-735-3511 • www.halmarinternational.com