RT&S December 2016

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RAILWAY TRACK AND STRUCTURES

Small Tools that Lend a Hand PLUS Hurricane Matthew Recovery LOSSAN Double Track and also

AREMA News p.28

Contents

RAILWAY TRACK AND STRUCTURES

December 2016

News

18

Industry Today 5 Supplier News 8 People

Hand-held tools Manufacturers turn their efforts toward developing improved tool designs to keep users safe and more productive.

Columns

26

23

After the storm CSX and Norfolk Southern networks were able to return to service relatively quickly following Hurricane Matthew. Both railroads credit good preparation.

26

A look at the LOSSAN The completion of two projects on a rail line in southern California ease choke points for freight and passenger trains.

modern track machinery, inc.

4

Features

18 Departments 14 TTCI R&D 28 Arema News 35 Calendar 36 Products

sandag

37 Advertisers Index

3

Hougen’s RailBoss drill now features an adjustable shoe to save time (and money). Story on page 18

On Track 2016, the greatest hits

11

NRC Chairman’s Column The conference is coming

37 Sales Representatives 38 Classified Advertising 39 Professional Directory

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Railway Track & Structures

December 2016 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 112, No. 12 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Kyra Senese/Assistant Editor, ksenese@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

RT&S Railway Track & Structures (Print ISSN 00339016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by SimmonsBoardman Publ. Corp, 55 Broad St 26th Fl., New York, N.Y. 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified indi vidual in the railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.0 0; all others $46.0 0; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00. Single copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2016. All rights reserved.

Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (80 0) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@omeda.com or write to: Railway Track & Structures, SimmonsBoardman Publ. Corp, PO Box 3135, Northbrook, IL 60 062-2620. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 3135, Northbrook, IL 60062-2620.

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2016, the greatest hits

I

n honor of another year come and gone, I’ve put together the second annual compilation of Railway Track & Structures’ greatest hits of the past year. What stories did we receive the most feedback on and what got readers clicking online?

More importantly, why?

The most prevailing trend was an uptick in, not only our coverage of derailments and accidents, but the interest in them among our readers.

To see stories we had written during the past year covering the preliminary report into the Hoboken accident, WMATA’s track and safety issues, as well as Union Pacific’s Mosier derailment and BNSF’s Texas accident enter into the top pageviews on our website can be a bit disheartening at first, but I do not believe this is the science of rubbernecking proving itself.

When the National Transportation Safety Board shows up at an accident scene and issues a statement, it will include some variation of “we are here to find out what happened and why and how we can prevent it from happening again.”

Safety is so ingrained into the fabric of railroading that when anomalies occur and accidents happen, the industry takes notice and looks for lessons to learn from these incidents.

Moving on to more uplifting subjects, another group of stories that grabbed reader attention this year covered project advancements and new project announcements.

One of the biggest being the Great Lakes Basin proposal to construct a new railway around Chicago. The proposed route would be built in a semi-circle around the metropolitan area, almost acting as a steel barrier between urban growth (or

spread based on your perspective) and cornfield. Another stor y to enter into our top hits of the year was HDR’s approach to the design of Sound Transit’s Tacoma Link Expansion project. The engineering firm said “heavy traffic” in Tacoma means bicycles, not just cars, and it will be designing a light-rail project that fits into the multi-modal life of area residents.

Finally, the last group of popular stories all had to do with spending large sums of money. These stories included our coverage of various capital programs during the first quarter of the year, announcements of Transportation Investment Generating Economic Recovery grants, state funding awards for rail projects and, most recently, the transit sector’s big win on Nov. 8 when close to 70 percent of ballot initiatives passed.

We face a lot of unknowns in the industry for 2017: What will the new Trump administration bring and/ or change in energy, regulatory and transportation policy? We know the incoming administration has an aggressive infrastructure plan, but we don’t know what rail’s role will be (or how such a plan will be paid for)? But those are details that can be worked out next month and general consensus in the industry is that the new administration will be friendlier toward businesses and that’s giving a lot of folks hope.

For now, I wish you a very merry holiday season, as well as a safe and successful new year.

Mischa Wanek-Libman, Editor

Railway Track & Structures

December 2016 3

INDUSTRY TODAY Chao named DOT Secretary Elaine Chao has been tapped to serve in the Trump administration as U.S. Transportation Secretary. Chao served as U.S. Secretary of Labor between 2001-2009 and as Deputy Transportation Secretary under President George H.W. Bush.

While at the U.S. Department of Transportation, Chao was second in command of a department with a $30 billion budget.

President-elect Trump’s infrastructure plan is estimated to be somewhere in the $1 trillion range and aims to support transportation, clean water, telecommunications and security infrastructure investments through an “America’s Infrastructure First” policy.

Chao is a Harvard Business School graduate who began her career in commercial banking. She is married to Senate Majority Leader Mitch McConnell (R-KY).

4 Railway Track & Structures

NTSB outlines two-year Most Wanted List for 2017-2018 The National Transportation Safety Board (NTSB) unveiled its 2017-2018 Most Wanted List, implementing a new two-year cycle as opposed to the annual one previously used.

NTSB Chairman Christopher Hart explained the two-year cycle will help the board focus its “advocacy efforts on sustained progress.”

“We will take stock at the one-year mark, note what progress has been made and decide what additional improvements are needed,” said Chairman Hart.

Chairman Hart noted that 2017 will mark NTSB’s 50th anniversary and while much progress has been made in transportation safety, he cited increased highway fatalities as one statistic that served as a reminder that “safety is not a destination, but a continuing journey, and our efforts to improve safety must never stop.”

This installment of the Most Wanted List includes 10 action items NTSB will focus on in 2017 and 2018, which include the elimination of distractions; reduction in fatigue-related accidents; prevent the loss of control in flight in general aviation; improve rail transit safety oversight; end alcohol and other drug impairment in transportation; imcrease implementation of collision avoidance technologies (such as Positive Train Control); expand recorder use; require medical fitness; strengthen occupant protection and ensure the safe shipment of hazardous materials.

With the exception of “Prevent Loss of Control in Flight in General Aviation,” the rail industry is concerned in all other NTSB action items. The list includes a call to implement Positive Train Control, ensure the safe movement of hazardous materials via rail, increase monitoring and oversight of rail transit safety, eliminate operator distractions, expand the use of data recorders and strengthen occupant protection.

Additionally, a trio of action items focuses on worker health including an item that calls for policies to ensure personnel are medically fit for duty, making sure personnel receive adequate rest to reduce fatigue-related accidents and an end to alcohol and other drug impairments in transportation.

The new list is substantially similar to the 2016 list, but where NTSB had separated collision avoidance technology implementation in highway and rail applications as two items in 2015, they are combined into a single item in the new list. “Ensure the Safe Shipment of Hazardous Materials,” was added to the list this year.

December 2016

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INDUSTRY TODAY Shortline updates from Watco; Patriot Rail and Genesee & Wyoming Patriot Rail Services Company LLC (Patriot Rail) will be investing in rail improvements for its California-based subsidiary, Sacramento Valley Railroad (SAV).

SAV has provided all railcar switching and other rail services on seven miles of the rail line within the 3,000-acre McClellan Business Park located near Sacramento, Calif., since 2004, representatives say.

The railroad will add 2,600 linear feet of track, which is expected to increase rail capacity in the business park by 40 percent, allowing for improved growth among its warehouse and logistics company tenants.

In other news, Watco Companies, LLC (Watco), and Kinder Morgan Terminals have established a definitive agreement for Watco to purchase 20 U.S. bulk terminal operations. The move will expand Watco’s terminal operations to include 73 locations.

The new locations include 14 locations on the inland waterways, four rail/truck terminals and two deep water locations.

Moving to Genesee & Wyoming Inc.

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(GWI), the company completed the acquisition of Providence and Worcester Railroad Company (P&W) for approximately $126 million. Directly following the acquisition’s closing, GWI transferred the stock of P&W to a voting trust, which will remain in effect until the U.S. Surface Transportation Board gives its approval of GWI’s control of P&W. Following receipt of STB approval, P&W would be managed as part of GWI’s Northeast Region, which is led by Senior Vice President Dave Ebbrecht.

Sticking with GWI, the company’s New England Central Railroad (NECR) broke ground on a $12.8-million infrastructure upgrade project.

The project will upgrade the existing line between New London and Stafford Springs, Conn., with 7.5 miles of new continuous welded rail, 15,000 new crossties and 15,000 tons of ballast. Once complete, the current 263,000 lb. per rail car weight limit of the NECR main line in Connecticut will be increased to 286,000 lbs.

Supplier News Arrow Material Services, a material handling and logistics services provider, purchased EMS Management, Inc. The Metropolitan Transportation Authority Board approved a designbuild contract for Halmar International Inc., to replace a bridge carrying the Long Island Rail Road tracks at the Westbury LIRR station.

Manufacturing company ITT Inc. entered an agreement through which it will

Railway Track & Structures

December 2016 5

INDUSTRY TODAY Supplier News acquire Axtone, a manufacturer of customized components for the railway.

The Massachusetts Bay Transportation Authority’s Fiscal and Management Control Board awarded J.F. White Contracting Co. a $17.9 million contract to support infrastructure improvements to the system’s Red and Orange lines.

Canarail selected

Ontario Northland to

refurbish its Rocky

6 Railway Track & Structures

JAXPORT’s $30-million ICTF at Dames Point opens for business JAXPORT’s $30 million Intermodal Container Transfer Facility (ICTF) at Dames Point officially opened for business in November. Construction broke ground on the facility in May 2014 and was completed at the end of 2015. Ceres Rail Services manages the terminal’s daily operations and has been busy outfitting the terminal with equipment since construction was complete.

The ICTF required about 30,000 feet of track installation under the project between the four processing tracks, three support tracks and CSX mainline track.

The rail that connects to CSX Transportation’s main line allows for two unit trains per day.

Officials say the ICTF facilitates on-dock rail service to JAXPORT’s North Jacksonville seaport terminals: The Blount Island Marine Terminal and the TraPac Container Terminal at Dames Point. The direct transfer of containers between vessels and trains speeds up the shipment process, and repre-

December 2016

sentatives say shippers will now have access to improved options and efficiencies.

The facility was constructed with $20 million in funding from the state of Florida and $10 million in federal Transportation Investment Generating Economic Recovery grant funds.

The ICTF drew attention at the federal level when it was included on a list of 43 priority infrastructure projects as part of President Obama’s “We Can’t Wait” initiative, an effort to make the permitting and review process for infrastructure projects more efficient and effective.

While the ICTF is now open for regular traffic, it hosted its first rail traffic in April 2016 with a high-level military training exercise. The Army moved about 1,000 pieces of equipment from Fort Campbell, Ky., down to Louisiana. The equipment moved by rail from Kentucky to the ICTF where soldiers performed the stevedoring and other movements of the cargo off rail and on to ships.

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INDUSTRY TODAY Proposed Montréal REM project grows by three stations and CA$400M The number of stations and the associated cost have grown for a proposed 41-mile light-rail system in Montréal, Québec.

CDPQ Infra, a subsidiary of Caisse de dépôt et placement du Québec, has added three new stations to the Réseau électrique métropolitain (REM) project that organizers say will “significantly improve downtown Montréal service and further integrate the REM into the métro system.”

As proposed, the REM will link downtown Montréal, the South Shore, the West Island (Sainte-Anne-de-Bellevue), the North Shore (Deux-Montagnes) and the airport in a unified, fully automated, light-rail system.

The Bassin Peel, McGill and ÉdouardMontpetit stations bring the number of stations along the proposed route to 27. However, as the number of stations grows, as do the costs of the project, which is now estimated to be CA$5.9 billion (US$4.4 billion), a CA$400 million (US$298 million) increase.

To finance the new stations, la Caisse will increase its participation by CA$100 mil-

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lion (US$74.6 million), bringing its total commitment to the project to CA$3.1 billion (US$2.3 billion). Montréal is also commiting CA$100-million (US$74.6-million) towards the construction of the additional stations and the Québec government will be a financial partner in the construction of the stations with an exact amount to be announced at a later date.

Over the past few months, CDPQ Infra says it has carried out a consultation process with different stakeholders, involving more than 150 participants. Open house sessions have reached more than 1,500 people to date, in all areas that would be served by the REM’s extensive network. Construction of the REM, including the three new stations, remains conditional upon the financial participation of the governments of Québec and Canada, which form an integral part of the prospective financing structure.

In early February, CDPQ Infra said it had five qualified bidders for two of the project’s construction contracts.

Supplier News Mountaineer luxury passenger rail cars.

Siemens and Bentley Systems formalized an alliance agreement through which the companies will invest €50 million (US$54.3 million) in developing joint solutions to enlarge their respective offerings for infrastructure and industry.

The San Diego Metropolitan Transit System ordered 45 new Siemens S70 light-rail vehicles for use along its rail system.

Railway Track & Structures

December 2016 7

PEOPLE Central Maine & Quebec Railway President and CEO John E. Giles will assume the duties of executive chairman come Jan. 1, 2017. Chief Operating Officer Ryan Ratledge will succeed Giles as president and CEO. CSX Transportation promoted Michael Rutherford to vice president-industrial products, a role through which he will lead all sales and marketing activities for the company’s recently-expanded industrial products portfolio.

Herzog Railroad Services, Inc., has named James Hansen chief commercial officer, where he will handle all marketing duties for Herzog’s track-related divisions including HRSI, Herzog Technologies, Inc., and Herzog Services, Inc. and report directly to HRSI President Rob Crawford.

HNTB Corporation promoted Joseph Guzzi, PMP, to serve as its Pennsylvania office leader. The company also hired Michael Steffen as its new senior systems project manager, specializing in positive train control.

Dr. Andreas Hoffrichter has been named executive director of Michigan State University’s Railway Management Certificate Program, succeeding former executive director Steve Ditmeyer, who retired last December.

The New York & Atlantic Railway Company promoted James P. Bonner to president, succeeding Paul M. Victor, who will serve as managing director for NYA’s parent company, Anacostia Rail Holdings Company. Marlon B. Taylor was promoted from assistant vice president to vice president.

Ricardo Rail has appointed Brian Ruddy to take on the new role of business development manager, U.S., to focus on the domestic market. Ruddy will work out of the firm’s Chicago Technical Centre in Burr Ridge, Ill. Union Pacific appointed Eric Butler as executive vice president and chief administrative officer and Beth Whited to executive vice president and chief marketing officer. Butler succeeds Diane Duren, who will retire in February. UP also named Kari Kirchhoefer vice president and general manager chemicals. Union Pacific Corporation announced that Deborah Chase Hopkins has been selected to serve the company’s board of directors, effective Jan. 1, 2017.

Scott Smith, former mayor of Mesa, Ariz.,who has served as Valley Metro’s interim CEO since February 2016, will transition to a two-year term as the agency’s CEO, in Phoenix, Ariz.

Obituaries Robert Grandy, retired president of Unity Railway Supply Co., Inc., died Oct. 18, 2016, at age 82.

Railroad industry journalist, analyst, author and Railway Age contributor Lawrence H. Kaufman, 80, died on Nov. 8, 2016, in Golden, Colo., after a long illness.

8 Railway Track & Structures

December 2016

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NRC CHAIRMAN’S COLUMN

The conference is coming

The National Railroad Construction & Maintenance Association, Inc. 500 New Jersey Ave., N. W. Suite 400 Washington D. C. 20009 Tel: 202-715-2920 Fax: 202-318-0867 www.nrcma.org info@nrcma.org

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We have a lot to look forward to in 2017—the first big event is the 2017 NRC Conference and NRC/REMSA Exhibition from Sunday, Jan. 8, to Wednesday, Jan. 11, at the Boca Raton Resort in Boca Raton, Fla. Registration opens at 9 a.m. on Sunday, and the exhibit hall opens at 4:30 p.m. On Monday, the general sessions start at 7:30 a.m. You can check out the full s c h e d u l e a t h t t p : / / w w w. n r c m a . org/2017conference.

We have great speakers from Class 1 railroads (UP, BNSF, CN, CSX, NS), the largest shortline and regional railroad holding companies (Watco, OmniTrax, GWI) and major transit agencies. The speakers will provide details on their railroads, upcoming capital plans and expected opportunities for contractor s and supplier s.

Speakers from the Federal Railroad Administration (FRA) will address the Minimum Training Standards and Drug and Alcohol Testing Rules, and one panel will feature speakers from railroad government affairs offices and congressional staff to discuss legislation and priorities in the upcoming Congress. Keith Hartwell will provide a rail legislative update, and Tony Hatch will discuss railroad financial outlooks. These should all be extremely interesting with the new administration in Washington.

I know many individuals in the industry are excited about the election result while others were hoping for a different outcome, but I think we can all agree that we’re glad the election is over and we’re looking forward to the government getting back to the business of governing. The NRC is working to understand and shape the potential opportunities available for our members with a Trump presidency.

There are many areas to be excited

about, including likely less unnecessary freight rail regulation from the STB, fewer regulations from the FRA with upside down cost-benefit ratios and possibly lower corporate taxes. We are optimistic that our message on the need for increased contracting out of track construction and maintenance work at major transit agencies will find a friendly audience in a new Federal Transit Administration, as it confronts the reality that these agencies need to accomplish more work without a major infusion of new taxpayer funds.

Back to the conference—we will also be awarding the 2017 NRC Safety Awards, the Field Employee of the Year Award, the Small and Large Project of the Year Awards and inducting new members into the NRC Hall of Fame.

Our safety committee will roll out our new safety DVDs: #21 “Safety Around Hi-Rail Equipment” and #22 “Distracted Driving in the Railroad Industry.”

The NRC/REMSA Exhibition is also shaping up to be another great show, with more than 140 exhibitors. A big thank you to Urszula Soucie and the entire REMSA staff for their hard work putting this together. There are still a few booths left, so if you’ve been putting it off, go to www.remsa.org/ nrc-remsa2017. This is best event in the industry to show off your products and services.

The 2017 NRC Conference is packed with great speakers, awards and exhibits.

There will be unique opportunities for networking, whether at the fishing event, golf tournament, receptions or impromptu hotel meetings. It’s a busy few days, but we try to have fun! I look forward to seeing everyone in Florida, and in the meantime, I hope everyone has a safe and successful month.

by Chris Daloisio, NRC Chairman Railway Track & Structures

December 2016 11

TTCI R&D Updated evaluation of: the effects of heavy-axle-loads at FAST TTCI offers an update to its evaluation of wear and hardness of high-strength and intermediate strength rail.

by Joseph LoPresti, Scientist and Semih Kalay, Senior Vice President Technology Transportation Technology Center, Inc. (TTCI)

T

ranspor tation Technology C e n t e r , I n c .’s ( T T C I ) evaluation of track components and structures is an important part of the Association of American Railroads’ (AAR) research program. Experiments at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo., are regularly updated to ensure the program meets the industry’s needs. New and untried products, as well as structures more than 100 years old, are evaluated under controlled conditions that

would be difficult or impossible to replicate in revenue service.

Testing at FAST provides important information on the performance of components and structures to the railroad industr y, without exposing railroads to potential risks that could be associated with revenue service testing.

During the first half of 2016, 79 million gross tons (mgt) were accumulated on track components and structures at FAST. This brought total tonnage at FAST to approximately 4.3 billion gross tons, with approximately 3.3 billion of that being under 39-ton-axle-loads.

Experiment summaries

Figure 1 displays the RCF Assessment Scale, a subjective, visual assessment based on the 0 to 3 rating scale.

14 Railway Track & Structures

December 2016

There are four riveted steel bridge spans installed on the High Tonnage Loop (HTL) at FAST. Three of the four spans are more than 100 years old, tonnage on one of those spans is 980 mgt and 250 mgt on the other two.

The fourth span is 62 years old and has accumulated 420 mgt. All spans are performing acceptably, even though the equivalent Cooper’s Loading of the FAST heavy-axle-load train exceeds the nor mal rating of some of the spans. Tonnage on the concrete spans being tested has reached 1,774 mgt.

The benefits of vertical track stiffness modifications (adding or increasing cushioning layers between the rail and the bridge deck) in reducing ballast and track geometry degradation has been www.rtands.com

TTCI R&D geometries, frog bolts in a high-angle crossing diamond and frog steels in a flange-bearing panel. FAST is also used as a test bed for the development and evaluation of inspection or monitoring technologies such as machine vision car inspection, buried fiber optic cable for detection of rail breaks and flat wheels and automated cracked wheel detection.

Tonnage at FAST is accumulated with an 18,000-ton train; most of the cars are loaded to 315,000 pounds.

Typical train operating speed is 40 mph. This speed results in an overbalance of about 1.7 inches in the 5- or 6-degree curves. Traffic is bi-directional, with about 50 percent in each direction.

Results from the rail experiments are summarized in this article. Results from other exper iments will be presented in future RT&S pieces.

High strength rail

Figure 2, top, presents the Visual RCF Assessment results, with the tie-by-tie ratings averaged by rail type.

Figure 3 shows the high-strength rail hardness versus wear results for the high rail of the curve.

demonstrated. Premium rails installed for testing in 2014 have reached 421 mgt, and tonnage on the intermediate strength test rails was 598 mgt when the test concluded. Tie and fastener tests continue with 1,145 mgt on most of the wood ties and concrete ties.

Tonnage on 200 plastic composite ties and 100 wood ties installed during the summer 2015 has reached 141 mgt, and 100 additional plastic composite ties were installed in summer 2016. Evaluation continued for electric-flash-butt (EFB) welds with two methods of post-weld treatments intended to reduce the soft heat-affected-zones associated with EFB welds with tonnage reaching 255 mgt for those treated with an arc weld overlay and 140 mgt for those treated with induction heating.

Special trackwork tests include evaluations of two Number 20 tur nouts with optimized switch point www.rtands.com

The current high-strength rail test started in 2014 when six rail types were installed in a non-lubricated, 1,000foot long, 5-degree curve with 4 inches of superelevation. Rails from JFE Steel (JFE-C) voestalpine (UHC), Tata Steel (MHH), Nippon Steel (HEX), ArcelorMittal (AHH) and Panzhihua (PZH) have accumulated 421 mgt.

The rails were cut into 40-foot lengths and then were installed in interspersed segments throughout the curve. Each rail type was installed in at least four separate locations. The rails are being evaluated for rolling contact fatigue (RCF) damage, wear and fatigue-related rail failures.

The RCF assessment method being used at FAST is a subjective, visual assessment based on the 0 to 3 rating scale shown in Figure 1. The rails with the least RCF were rated 0, and those with the most were rated 3. Each of the rail types was assessed by the same engineer at each tie in the test section. Three assessments have been made: first, before rail profile grinding after 247 mgt (primarily to remove RCF); second, soon after the rail was ground; and third, after total tonnage accumulation of 343 mgt.

Figure 2 shows the results of the assessments; the tie-bytie ratings are averaged by rail type. The rails are labeled A through F due to the preliminary nature of the findings. The rail grinding removed most, but not all, of the RCF. Re-development of RCF has been fairly slow and consistent since grinding, with relative rankings remaining the same. The rail type judged to have the most RCF before grinding (type E) Railway Track & Structures

December 2016 15

Figures 4a and 4b show the transverse defects that developed under shells in intermediate strength rail.

Figure 4a

had the least RCF after grinding and continues to have the least RCF. Rail profiles are measured periodically with five measurements taken per 40-foot rail section. The most recent measurements were taken at 384 mgt. Results for the high rail of the curve are shown in Figure 3, with the same A-F designations used in Figure 2. The total area loss is plotted versus railhead hardness.

As expected, the harder rails are generally wearing less.

Note that the rail with the most wear is also the rail currently with the least RCF. The differences between rails are relatively small at this point, and total area loss includes one corrective rail grind. There have been no fatigue-related rail breaks or rail shells in the test section.

Intermediate strength rail

The second test of intermediate-strength (IS) rails started in 2012 and was concluded this summer after 598 mgt.

(The first test ended in early 2012 because 18 gauge-corner shells developed during the period from 340 to 380 mgt.) Both IS rail tests were conducted in the same 800foot segment of a lubricated, 5-degree curve with 4 inches of superelevation.

The second test included intermediate strength 136 RE rails from EVRAZ Rocky Mountain Steel; Lucchini; ArcelorMittal U.S.; Steel Dynamics, Inc.; and Tinecké železárny/Moravia Steel; along with a standard-strength (SS) rail from EVRAZ Rocky Mountain Steel.

The IS rails ranged in hardness from 330 HB to 360 HB, while the hardness of the SS rail was 320 HB. Rails from each of the rail types were cut into 40-foot lengths that were welded in interspersed segments throughout the string, and then installed in the curve. Each rail type was installed in at least four separate locations.

Rail wear was measured in a manner similar to the measurements of the premium rails. The SS rail wore more than any of the IS rail; however, wear on all rails in the well-lubricated curve was low and was not the determining factor in rail life.

It was noted earlier that the first IS rail test was terminated due to gage corner shelling. The primary difference between the first and second tests was rail profile grinding. The rail in the first test was lightly ground once at installation, then not ground again. The rail in the second test was ground approximately every 60 mgt in an attempt to suppress the development of gage corner shells.

Shelling during the second test began in the high rail after approximately 280 mgt. The first (and subsequent) shell(s) initiated in approximately the same location in the gage corner as most of the shells in the previous test — 0.3 inch down from the top of the rail, and 0.4 inch in from the gaugeface of the rail. With the first shell—as with most shells—there was longitudinal growth (parallel with the running surface of the rail).

However, in addition, a transverse defect (TD) initi16 Railway Track & Structures

December 2016

Figure 4b

ated from the shell surface. This TD then grew perpendicular to the rail running direction (see Figure 4a, top), and it was not discovered until a service failure occurred. (None of the shells in the previous test resulted in transverse defects.)

Another shell and transverse defect occurred at 310 mgt (Figure 4b, bottom).

The mechanism of this TD was similar to the first shell and TD. Again, this defect was not discovered until a service failure occurred. Shell defects can mask TDs that develop directly below the shell during ultrasonic inspection.

During the subsequent 288 mgt, 13 more shells developed.

There were no TDs detected in association with any of these shells. Intermediate strength rails from two suppliers did not develop gauge corner shells.

Mild, preventive grinding of the rails did not eliminate the development of the shells. However, it reduced or delayed the occurrence of such shells on some types of rails and prevented shell development on other rails. Optimal grinding profiles and intervals may have eliminated shell development in all IS rail types. A new test to study the effects of wide and narrow track gauge on the performance of IS rail will start during the fall of 2016. www.rtands.com

SMALL TOOLS THAT LEND A

BIG HAND Suppliers tune in to possible industry shakeups in 2017.

by Kyra Senese, assistant editor

W

hile bulky machinery tends to dominate the rail industry, some of the most significant gains are made on projects when using hand-held equipment.

Cembre

During the past year, Cembre released its new Cembre 36V battery rail drill LD-16B, according to Chris Drew, vice president sales at Cembre, Inc. While Cembre often sees more demand from the transit side of the industry because of the company’s rail bonding systems, Drew says Cembre is making progress among Class 1 railroads using the Cembre Robokatta Automatic rail saw.

A recent trend Drew has noticed is the use of lithium battery technology, which he says enables companies like Cembre to introduce battery-operated tools into the railroad markets, such as the New Cembre LD-16B. Cembre also is developing more battery-operated track tools, which he says will be available soon.

As for the economic outlook in 2017, Drew said, “I’m sure we are all looking forward to more federal money [being] spent on passenger rail transportation and, who knows, even high-speed [rail] would be great. As for Class 1 railroads, perhaps the focus will be put back on coal and local oil, which can only help our industry for the future.”

Gage Bilt

Gage Bilt developed a special clearance tool, the GB512BOM, in 2016 that is used to install Huck fasteners in commuter rail cars.

Gage Bilt President Bruce Godfrey says business has 18 Railway Track & Structures

December 2016

been strong throughout the past year, with significant increases seen in the rail sector.

He noted that safety is a primary influence for the company, adding that all new products are assessed for possible safety issues and cycle tested at full loads over recommended pressures in accordance with CE standards.

Each tool is also tested under load for 2,000 cycles prior to shipment to ensure quality, he said.

“The increased demand for tanker cars to move crude oil has contributed to increased requirements for tools and fasteners,” Godfrey added.

Hougen

In 2016, Hougen Manufacturing Inc. Trak-Star® developed an adjustable shoe for its RB28 4-Stroke Gas Powered RailBoss rail drill.

“The shoes will work for all sizes of AREA Rail,” the company said. “This will reduce shoe changeouts, saving time and money for the railroads taking advantage of this new, innovative product.”

Trak-Star’s new shoe comes with a pin and a slide attached, allowing users to align the numbers on the slide with the corresponding number on the shoe and secure the pin in place.

“You will no longer need to carry around a box of shoes for all the different types of AREA rail you encounter,” the company explained.

Efficiency has been a driving factor in the industry this year, according to Trak-Star. The company says it has designed the most efficient gas rail drill in the industry to www.rtands.com

hand-held tools opposite page: Railtech Matweld’s Clip Driver CD200 is designed to clip and de-clip the PANDROL e-CLIP.

deliver safe, fast changeouts.

Trak-Star describes 2016 as having had a soft market with the decrease in tonnage across the rails due to restrictions on coal and the decline in mining, noting decreased tonnage coming from the west coast to the east with the completion of the Panama Canal project. With less traffic, there has been less maintenance needed.

“Trak-Star is well positioned to capitalize on an optimistic 2017 with the political landscape changing,” the company added.

The company says it plans to push the envelope next year, focusing on identifying new ways to increase the efficiency and profitability of Trak-Star customers.

Modern Track Machinery

Modern Track Machinery, Inc., recently developed a handheld tool in its instrument line of products.

“As customers are continually pursuing the next innovative product, we have introduced the MINI OPAL, which replaces the string line used to check curves,” says Alan Reynolds, general sales manager.

www.rtands.com

The company’s new tool operates with lasers to eliminate the subjective readings a sting can produce. The MINI OPAL can read the profile of the curve and is useful with vertical readings in bridge approaches and run offs, Reynolds explained.

Reynolds says Class 1s remain the industry’s driving force, but noted that transit expansions are bolstering a growing sector.

As for next year, Reynolds says there are opportunities in the industry, but explained they are contingent on customers’ abilities to see how the company’s products will increase productivity or improve safety for employees.

Reynold’s described the company’s economic outlook as “tentative” for 2017.

The company’s next introduction will be an instrument that will read and record rail seat abrasion, Reynolds added.

PortaCo

PortaCo, Inc., has reengineered and introduced several new tools in 2016, says PortaCo’s North American Sales Manager Craig Cook.

The company’s Gas Tamper, Profile Grinder, Weld Shear, Tie Drill (long), Lag Driver and Clip Installers are among PortaCo’s new and revamped offerings.

Although Cook says business has been slow in 2016, the company has increased its customer base and the

Railway Track & Structures

December 2016 19

hand-held tools

number of approved products with most Class 1 railroads in North America.

“The last quarter of 2016 has shown promise with a spike in sales,” Cook explained. “We are optimistic for 2017, building on the momentum from the last quarter of 2016.”

Drawing from customer feedback, Cook says PortaCo expects an increase in rail traffic due to railroads finding alternative customers to make up for the losses from low oil prices and decreased coal and oil fracking.

“New regulations are set to take place in 2017 which will result in more competitive rates between trucks and rail starting the road to recovery,” he added.

Cook says PortaCo is reevaluating its line of tools, decreasing weight and developing new products to increase worker productivity by replacing manual tools with hydraulic tools that are ergonomically superior and safer in light of customers’ needs.

“We have realized increases in all segments of the market, our drive is to continue this trend and meet the needs of all our customers regardless of size or segment of the industry,” Cook said.

He added that PortaCo intends to set trends by developing tools that increase worker safety and productivity through ergonomics and quality.

20 Railway Track & Structures

December 2016

“We expect to be in the forefront of the industry with the trends of manufacturing lighter-weight tools and developing hydraulic tools that replace manual tools has been a constant push in 2016,” Cook explained.

PortaCo aims to continue improving its tools in the U.S., emphasizing superior ergonomics backed by what the company describes as the industry’s best and longest warranty and service.

“We expect to see increases over 2016 and feel the road to recovery will be well paved for 2018,” Cook added.

Racine Railroad Products

In 2016, Racine Railroad Products, Inc. (RRP), developed a new spike driver with a trigger built into its handles.

The trigger is activated when the user pushes down on the handles, and can be turned off when the handles are lifted.

The company says this feature prevents “dry firing,” which wears out the tool prematurely and produces excessive heat.

RRP also developed a new SprintSaw Hydraulic Rail Saw, which now comes standard with a “flip over” feature, which allows the saw to be flipped over the rail without removing it from the rail clamp assembly. The company says this enables more productive work and extended blade life.

“We developed and improved our new Racine HS Rail Drill. This drill has a smaller footprint, which makes it capable to work in tight areas—around switches—and away from any electrified third rail applications,” the company said. “It comes standard with ‘flip over’ 115/132 rail shoes, which covers much of the modern rail used today. It also comes equipped with a ‘quick disconnect’ cutter, allowing the operator to change bits quickly and with no tools.”

RRP says business has been down in 2016, primarily due to maintenance budget cuts the company says result from “sluggishness” in the industry.

“We are getting feedback from our customers to expect the same trend for 2017,” the company explained.

The railroads’ maintenance budgets are the real driver of tool demand, RRP says, whether it is transits, freight or railroad contractors.

Making tools easier to use, more innovative, safer and more durable is how the company strives to gain more of the market share during the tight economic outlook.

The company says a major concern in the market is how to keep hydraulic tools from overheating, which causes premature tool failures. Coming up with ways to keep tools cooler will increase their longevity. RRP points to its Trak Pak II hydraulic power unit as an example—equipped with a 9-gallon hydraulic reservoir, the tool uses more fluid in the circuit and cuts down on heat buildup.

The Trak Pak II is also equipped with a high-capacity electric fan for the oil cooler, which the company says moves a higher capacity of airflow through the cooler, making it more efficient.

“We are continually communicating with operators of our tools to get feedback on how we can improve tool design,” the company said.

RRP says hopes to expand its market share in 2017 by implementing improvements such as these. www.rtands.com

hand-held tools

Racine Railroad Products introduced its new spike driver in 2016. The tool features a trigger that is built into the handles.

Railtech Matweld

While the rail industry is switching more into intermodal transport, railroads are focusing on doing more with the assets they have, Railtech Matweld says. Railroads often look to suppliers to help them get the most from their investments, which includes field services and support. The company predicts this will soon be critical to the industry for both customers and suppliers, and that a value-added sector will become the standard.

Safety is paramount to everyone in the industry, particularly with new hires and those changing positions.

“Our equipment is user friendly, but it is becoming more impor tant to get the safe operating practices communicated to these new employees and equipment operators,” the company said. “Training will become one of the most demanding needs in the future.”

The company says innovation and continuous improvements in and for the industry will be the company’s

www.rtands.com

focus for its future.

“As a global supplier, we see practices and demands

Railway Track & Structures

December 2016 21

hand-held tools

from many points of view in the rail business,” the company said. “One keen development we are focusing on is to partner with our global subsidiary companies where technology and innovation can br idge into our country’s market.”

Railquip

Railquip, Inc., has provided tools for the rail and transit industries for more than 30 years. The company is the exclusive distributor in the U.S. for the Hegenscheidt MFD, formerly Hoesch, l i g h t - we i g h t p o r t a b l e hy d r a u l i c re-railing equipment manufactured in Germany.

When a derailment occurs, the company says the equipment can be quickly deployed to the scene and field assembled. The individual, handmaneuvered components are quickly assembled into a system designed to re-rail everything from a six-axle locomotive to a light-rail vehicle.

The company says its equipment is also useful for repair and construction work, such as raising and leveling bridges and buildings, providing support during repairs and moving large equipment.

As many cities have recently been returning to streetcar transportation systems, Railquip has assembled a set of Portable Hydraulic re-railing equipment designed for the streetcar application.

This equipment is intended to get vehicle(s) involved in streetcar derailments back on track as quickly as possible to avoid severe traffic congestion.

22 Railway Track & Structures

Stanley Hydraulic Tools

Stanley Hydraulic Tools released its new TJ12, a 10-ton track jack, in October 2016.

“The TJ12 is a huge improvement over our previous TJ10. Though o u r p r e v i o u s j a c k wa s a s o l i d and popular tool, our eng ineer s couldn’t leave well-enough alone,” said Tyson Har t, senior product manager. “We strengthened the toe and pivot pistons, then completely redesigned the lift and pump handle, integrating the two. We also replaced a press-fit pick-up tube with a threaded version.”

The company says the TJ12’s features greatly increase the longevity of the jack. The company says the economic outlook for 2017 appears as if it may be flat. “ We v i e w [ t h i s n e w s ] a s a n opportunity to continue strengthening our position as an industry leader,” Hart explained. “We are not interested in the status quo and are investing in innovation because we believe there is great potential in developing new, industry-leading tools.”

H a r t s ay s S t a n l e y H y d r a u l i c Tools is aware that its end users face potential safety hazards daily, so reducing potential injuries is a priority.

“Ergonomics is a big initiative for us which, if done properly, reduces strain while increasing productivity,” Hart added.

The company does the majority of its business with Class 1s, and Hart says changing demographics seems to be an issue throughout the industry.

“As baby boomers retire, there’s

December 2016

Stanley Hydraulic Tools released the 10-ton track jack, called the TJ12, in 2016.

an increased focus on safety and ergonomics as the next generation of railway worker gets up to speed,” Hart said.

Hart explained that the company is focusing on addressing the needs of the new generation.

“We not only want to know how they’re using our products, but what tool features truly benefit them in their day-to-day,” he added.

In the coming year, Hart says the company plans to launch new, userfocused products to make advances in safety, ergonomics and productivity.

www.rtands.com

Extensive preparation helped CSX and Norfolk Southern return their networks to full service following October’s Hurricane Matthew.

by Mischa Wanek-Libman, editor All photos courtesy of Norfolk Southern

Norfolk Southern experienced multiple washouts as the result of Hurricane Matthew, such as the one here between Selma and Moorehead, N.C.

Weathering

A

s weather forecasters sounded alarms that the southeast United States would be taking a hit from Hurricane Matthew in early October, Norfolk Southern and CSX were busy moving freight as fast as they could, staging crews for the inevitable clean up and readying their network, employees and customers for severe weather. Following the storm, both Class 1s credit coordination between departments, communication between the railroads and impacted communities and overall good planning for helping each return their networks to service with minimized traffic impacts.

CSX

CSX’s extreme weather preparation began long before a single storm caught the attention of weather experts.

“CSX customers and CSX-served communities rely on the company to quickly restore operations to continue delivering the raw materials and finished goods that those businesses and citizens need and the resilience of our operations www.rtands.com

the blows

helps us to continuously deliver sustainable value for CSX shareholders,” said Kristin Seay, spokesperson for CSX. She explains that the railroad invests heavily in its network infrastructure and preparedness programs to fortify against and prepare for the impact of extreme weather events. Employee safety and stable train operations have been built into the company’s comprehensive business continuity plans. For Hurricane Matthew, CSX reduced the impact on any single point of failure by decentralizing its train dispatching, a practice also utilized during 2005 for Hurricane Katrina.

The Class 1 explains that safety of its employees is not only its first priority, but also the foundation of its decisions when extreme weather events occur.

“Protecting employees and maintaining service to customers as long as is safely possible are CSX’s priorities when facing extreme weather,” said Seay. “When Hurricane Matthew threatened the southeastern coast of U.S. in October 2016, CSX closely

monitored the storm trajectory in conjunction with weather experts and took precautionary measures to protect employees, rail traffic and infrastructure from potential risks.”

Seay explains the extensive preparation the railroad underwent including the tactical plan changes several division operating departments made, proactively re-routing as much freight as possible to minimize possible delays, a suspension of operations in the storm’s path, pre-positioning assets including ballast trains and establishing alternate work sites for critical personnel, such as customer service, operations and crew management.

Additionally, CSX remained in close communication with passenger and commuter rail agencies in the affected states to support their planning and decision-making around any necessary service changes.

As the storm progressed, pre-positioned crews were dispatched once an area was clear to begin cleanup and restoration efforts.

Railway Track & Structures

December 2016 23

storm recovery CSX dealt with downed trees, power outages, signal damage, flooding and washouts across its network in the Carolinas, Georgia and Florida, but mentions North and South Carolina were the hardest hit areas on its network.

“Recovery teams from all over the network came together to restore service as swiftly as was safely possible, making necessary repairs to equipment and infrastructure to fully restore service,” said Seay. “We deployed more than 1,000 generators to areas without commercial power in those states to aid in service restoration, and had to cut down or clear about 5,000 trees. Thanks to the dedicated collaboration from employees, CSX was able to restore normal operations in Florida by Monday, Oct. 10; in Georgia by Tuesday, Oct. 11 and full service restoration in the Carolinas within two weeks given the continued flooding that prevented restoration activities initially.”

In addition to service restoration, CSX also focused on supporting affected employees and communities. The railroad employs nearly 10,000 people in the areas most affected

by Hurricane Matthew and CSX remained in close communication with affected customers throughout the recovery period to continue meeting their needs as much as possible.

Seay says the company shipped in ice, water, clothing and cleaning kits to many affected communities.

CSX also activated its Employee Disaster Relief Fund (EDRF), which provides short-term financial assistance to CSX employees and their dependents during times of dire

24 Railway Track & Structures

December 2016

need. Individual employee contributions to the EDRF and American Red Cross were also matched by the company.

“In many cases, CSX employees put aside dealing with their own storm damage to spend time helping get the network back up and running for customers,” said Seay. “Recognizing the employees who do so much to support CSX and the communities where the railroad operates, CEO Michael Ward announced a personal commitment to make $1 million immediately available to the EDRF.”

Norfolk Southern

Norfolk Southern has plenty of experience preparing for and recovering from major weather events, but where other severe storms affected a specific location, Hurricane Matthew’s potential swath of destruction was much greater. NS said its biggest challenge faced was how to prepare its network between Florida and Virginia for the possibility of service disruption.

According to Ed Boyle, assistant vice president maintenanceof-way and structures, the storm affected every port location NS operates on the Southeast coast.

Despite the large impact zone, heavy rains, wind and flooding across five NS-served states, the railroad said the damage and service impacts post-storm were less than anticipated.

Even so, the quick, dedicated response from NS crews is credited with returning the system to full service; some routes in as little as 12 hours.

In an October 2016 BizNS article on NS’ corporate website, operation leaders at the railroad are quoted recognizing employee efforts for being “responsible for the railroad’s resilience and quick return to service on mainline routes in storm-hit areas.”

Operationally, the railroad took steps prior to the storm to move as much additional freight as it could between Jacksonville, Fla., and points north and provided special accolades to its Simpson Yard employees who handled their normal work load, as well as additional premium intermodal traffic, all while facing a mandatory evacuation from the yard.

NS operations also took a new step with Hurricane Matthew by placing a “global hold” on traffic bound for coastal ports in the hurricane’s potential path. Rather than stop and hold traffic immediately outside the affected area, traffic was stopped as far away as Elkhart, Ind., allowing the railroad to strategically release the traffic, which mitigated the potential for post-storm congestion and service delays.

The railroad also transformed its Dorchester, S.C., Brosnan Forest conference center into a staging area for engineering employees before, during and after Hurricane Matthew. It’s believed that the facilities had not been used for this type of activity prior to the storm, but it made sense as a solution to keep employees safe with nearby hotels without power and businesses closed.

For the engineering department, positioning the right people and equipment at the right locations was a key element to getting the railroad back up and running once the storm passed.

The maintenance-of-way group staged track crews, as well as ballast trains, excavators, backhoes and other machines, at strategic locations to repair washouts and clear more than 2,000 downed trees that caused issues on core routes.

“The most serious track damage occurred on the Piedmont Division,” the railroad said in its BizNS magazine. “Flooding triggered by heavy rainfall caused 12 washouts in North www.rtands.com

storm recovery Norfolk Southern was able to return some sections of its network to service within 12 hours of the hurricane passing.

Carolina on the connecting H and EC lines between Raleigh and the port at Morehead City. NS track gangs repaired most of the washouts within hours, including one that restored Amtrak service. However, gangs had to wait a week for floodwaters to recede from sections of track east of Selma, N.C., before restoring service on Oct. 18. Track workers quickly repaired the only washout not on the Piedmont – a 25-foot section of the South Branch Line near Norfolk on the Pocahontas Division. Altogether, track crews handled more than 20,000 tons of ballast and rip-rap to make the track repairs.”

NS’ communications and signals employees took preventative efforts to secure crossing gates prior to the storm to lessen wind damage and staged 300 to 400 generators and fuel on trailers that could be quickly dispatched to power radio communications, signals, switches and road crossings in places that lost electricity. Jim Alexander, assistant vice president C&S credited the C&S team’s knowledge of their equipment and the preventative measures taken with speeding the railroad’s post-storm recovery.

Returning to Simpson Yard, which did shut down for a 24-hour period following the mandatory evacuation mentioned earlier, employees found a few yard buildings flooded, a door that had been blown off its hinges, more than 30 trees requiring removal from the yard and mainline track at the terminal and a power outage that required generators to operate the terminal for two days following the storm.

With all this, Jonathan Sharpe, general yardmaster, says the yard employees set the standard for safety and service. The only thing that differed from the normal work ethic of the employees was that they performed their tasks “to the magnification of about 100.”

Following the storm, Simpson Yard was at capacity as the storm’s impact had delayed some freight pickups, which increased the difficulty of a job that already requires full attention. Sharpe said crews were trying to swing blocks of cars 5,000 to 7,000 feet long, two to almost three times what normal blocks would be.

Between the extra premium traffic the yard moved prior to the storm, the cleanup efforts and operating a yard at full capacity, safety issues could have cropped up, but the yard’s transportation employees were able to celebrate more than eight years without a reportable injury this year. That’s a feat Dahana Sinwww.rtands.com

gleton, terminal superintendent, credits to passionate employees who understand their jobs and do not like to fail.

A final piece to NS’ successful rebound from the storm was communication, not just among its own forces, but also with customers and communities in the impacted areas.

Steve Ewers, assistant vice president service management told BizNS, “The level of communication and coordination between all departments – marketing, transportation, engineering and network and service management – was as good as I’ve ever seen.”

He noted that NS employees took on a true team effort to minimize disruptions to supply chains and to apprise customers of delivery issues.

NS also donated $50,000 to the American Red Cross to assist with Hurricane Matthew relief efforts across five Southeastern states.

“Many of our Norfolk Southern employees and facilities are located in these affected areas and Red Cross recovery efforts are timely, effective and vital,” James Squires, NS chairman, president and CEO, said of the donation following the storm. “We want our employees, customers and community neighbors to know that Norfolk Southern is there to help where it’s needed most.”

Railway Track & Structures

December 2016 25

A pair of double track projects ease passenger and freight train congestion along a 100-year-old rail line.

by Mischa Wanek-Libman, editor

sandag

Doubling up on the

lossan corridor

T

he San Diego Association of Governments (SANDAG) reached a milestone in its efforts to add a second mainline along the Los Angeles-San Diego-San Luis Obispo (LOSSAN) rail corridor when it completed 5.2 miles of new double track at two locations in November 2015.

“To date, the LOSSAN corridor in San Diego County is 67 percent double tracked,” SANDAG Executive Director Gary Gallegos said. “Every mile of double track we add helps to improve the movement of people and goods through the corridor and take pressure off the I-5 freeway.”

By 2030, more than 97 percent of the corridor is expected to be double tracked. Other infrastructure improvements include bridge and track replacements, new platforms, pedestrian crossings and other safety and operational enhancements.

The LOSSAN rail corridor was built more than 100 years ago and is the second busiest intercity passenger rail line in the United States and is the only viable freight rail link between San Diego and the rest of the nation.

The two projects, the Sorrento Valley Double Track Project and the San Onofre to Pulgas Double Track Project, are part of a larger effort in which SANDAG is collaborating with community and transportation partners, such as North County Transit District (NCTD) and Metropolitan Transit System (MTS). As many as 70 trains per day use the corridor including the NCTD COASTER commuter trains, Amtrak Pacific Surfliner, Southern California Regional Rail Authority’s Metrolink and BNSF freight trains.

The larger plan for the corridor is to perform $1 billion in improvements along the 60-mile San Diego segment of the LOSSAN Corridor during the next 20 years. The rail enhancements are part of a package of transportation, en26 Railway Track & Structures

December 2016

vironmental and coastal access improvements within the North Coast Corridor.

The first phase of the San Onofre to Pulgas Double Track Project added 4.2 miles of second mainline rail track within U.S. Marine Corps Base Camp Pendleton and included the replacement of one bridge, the addition of a universal track crossover and new signaling.

The Sorrento Valley Double Track Project added one mile of double track north of the Sorrento Valley COASTER Station and provided an additional 71 parking spaces. Portions of the existing track bed were raised placing it above the 50-year flood level. In addition, two wooden trestle bridges, originally built in the 1940s, were replaced with new concrete structures.

San Onofre to Pulgas

Adding a second track along the 5.8 mile stretch of the LOSSAN corridor included in both stages of the San Onofre to Pulgas Project was ranked as the top priority among all rail projects in San Diego County according to the 2009 LOSSAN Prioritization Analysis compiled for SANDAG. Prior to Stage 1’s completion, this was the longest stretch of single track along the corridor. The second stage, when completed, will link rail segments to create a continuous 16.1-mile stretch of double track along the northern San Diego County coast.

SANDAG has completed the engineering, environmental permitting and design of the entire project, which is in the NCTD right-of-way. Stage 1 tackled 4.2 miles of double track between San Onofre State Park to just north of Las Pulgas Road and also included new signaling, a retaining wall and the replacement of a wood timber trestle bridge, built in 1931, with a modern concrete structure. www.rtands.com

lossan corridor opposite page: The Sorrento Valley Double Track project replaced two aging wooden trestles with concrete structures. this page: Stage 1 of the San Onofre to Pulgas project added a 4.2-mile second track to the LOSSAN corridor.

Sorrento Valley

SANDAG collaborated with NCTD and MTS on the Sorrento Valley Double Track Project, which added one mile of double track north of the Sorrento Valley COASTER Station.

The project included elevating portions of the existing track bed; replacing two aging wooden trestle bridges; building retaining walls adjacent to the tracks near the parking lots and installing an embankment protection system along the western side of the track, adjacent to Los PeĂąasquitos Creek.

A new 81-space surface parking lot was added south of the station and along Sorrento Valley Road, which gives transit riders a total of 189 parking spaces.

This project was ranked as a near-term priority project by the LOSSAN Prioritization Analysis and was required to meet the projected 2015 service levels for passenger trains.

This segment was the second longest stretch to have single track only in San Diego County.

The larger priority of the project was to facilitate movement of freight and passenger trains, but just as important to address on this segment of track was flood mitigation. While SANDAG says flooding due to rainstorms can adversely affect passenger and freight rail service up and down the entire LOSSAN corridor, this one-mile stretch had been subject to closure during 10-year storm events. SANDAG notes that during a winter storm in 2010, sections of track embankment washed away. By raising the track bed and embankment during construction, the aim was to protect this section of track from the higher water levels of a 50-year storm event, reducing the potential disruption to rail services.

The project cost was $31.8 million. It was funded primarily from federal sources, including the Congestion Mitigation and Air Quality Improvement Program and the Rewww.rtands.com

PGH Wong engineering, inc.

The second stage of construction will complete a 1.6mile segment of second track from south of Las Pulgas Road to Las Flores Creek within Camp Pendleton. SANDAG is coordinating the potential replacement of Las Flores Creek Bridge with Naval Facilities Engineering Command Southwest.

SANDAG notes that overall, the project helped to increase on-time train performance, reliability, flexibility and passenger and freight system capacity. By adding a new universal track crossover in the Camp Pendleton area, the proposed 2020 freight and passenger service levels can be achieved.

The first stage of the project cost $37.7 million, but the total cost of the San Onofre to Las Pulgas Double Track project is estimated to be approximately $65 million for design, engineering and construction. The first stage of the project and the design of the second stage were funded through state and federal sources, but construction funding for the second stage has yet to be identified.

gional Surface Transportation Program. State funding came from the Trade Corridor Improvement Fund program. Local funding came from TransNet, the half-cent sales tax for transportation approved by San Diego County voters and administered by SANDAG.

LOSSAN progress

LOSSAN corridor stakeholders continue to progress key rail projects along the route. SANDAG and its partners recently celebrated the beginning of North Coast Corridor Program in November. The 40-year, $6-billion plan aims to reduce traffic congestion and enhance the environment along the I-5 corridor between Solana Beach and Carlsbad, Calif., and includes $102 million for two double track projects, two bridge replacements and a crossing improvement project.

The San Elijo Lagoon Double Track Project will be built first. The project will add 1.5 miles of second main track from Cardiff-by-the-Sea to the southern border of the San Elijo Lagoon and replace the wood trestle San Elijo Lagoon rail bridge with a modern, double-track concrete bridge. Additionally, the project will add a new pedestrian undercrossing at the south end of the lagoon, upgrade signaling and safety at the Chesterfield Drive grade crossing, reconfigure a rail switch and construct a low retaining wall north of the lagoon to keep the tracks and lagoon inlet separate.

The second double track project, Batiquitos Lagoon Double Track, is scheduled to begin in 2017 and will construct 0.75 miles of mainline from Avenida Encinas in Carlsbad to La Costa Avenue in Encinitas across the Batiquitos Lagoon. The project will replace a 1930s wooden trestle with a double-track concrete bridge that will not only help with rail traffic, but will improve tidal flow in the lagoon due to a wider channel underneath the bridge.

Railway Track & Structures

December 2016 27

AREMA NEWS Message from the President

Challenges, achievements and the year ahead

David A. Becker, PE AREMA President 2016–2017

Greetings! I’d like to begin this month’s column by recognizing the challenges faced and overcome by engineering teams on the railroads of the southeastern U.S. in October. Hurricane Matthew spared the southern east coast from catastrophic property damage and major loss of life, but gave the railroads a significant body blow.

For the railroads, the impact was most noticeable in eastern North Carolina, where heavy rains led to roadbed and culvert damage. In many cases the damage occurred on dead-end secondary lines headed toward coastal destinations, making recovery more challenging. However, the railroad companies, in partnership with their contractors and suppliers, rose to the occasion and once again demonstrated what the private sector is capable of accomplishing. Job well done!

Another momentous event will have occurred by the time you read this, the 2016 United States Presidential election will be over. I am hopeful this will take the edge off of some of North America’s consumer and business uncertainty, setting the stage for rail freight traffic to begin to rebound to some degree in 2017. If that occurs, it will be welcomed news for the rail engineering and supplier community who are seeing flat at best estimates of capital spending from the freight rail industry.

As a whole, the freight rail industry currently has surplus physical plant capacity, therefore carriers are focusing capital dollars on maintenance rather than large-scale infrastructure expansion.

While it has been unsettling for me to watch the political jousting during this election cycle, one bright spot may be that both candidates actively spoke about infrastructure spending and identified the need for increased investment in infrastructure as a national priority. While each candidate has approached the funding aspect differently, at least they are identifying major needs. It remains to be seen whether the freight rail sector will be the beneficiary of direct public investment, be positioned for more public-private partnership investment, afforded more favorable tax treatment for private capital investment or be ignored. It is probably more likely that the industry as a whole

28 Railway Track & Structures

December 2016

will benefit by seeing investment aimed toward commuter-focused passenger rail and transit projects. That would positively impact many AREMA members. Even if the entire rail and transit sector loses out to spending focused on roads, bridges and the power grid, there will be ancillary benefit through the movement of more raw materials and finished products to support that work. We’ll have to see what direction public policy takes after Inauguration Day. I also want to mention two very real—and very different—projects with significance to the rail engineering community that are somewhat reflective of the differences in the candidate’s platforms. First, in the northeast U.S., The Gateway Program, which many of us learned about during the Passenger & Transit segment of the AREMA 2016 Annual Conference’s Wednesday General Session, appears to finally be gaining momentum.

In October, the Por t Authority of New York and New Jer sey announced it was backing $300 million in funding guarantees for the replacement of the Portal Bridge over the Hackensack River. For those who are unaware, this 106-year-old double track swing bridge is on a key segment of Amtrak’s Northeast Corridor serving 450 trains daily carrying 150,000-plus riders. It is symbolic of the nation’s backlog of infrastructure challenges.

Further south, another interesting passenger rail project is taking shape. All Aboard Florida’s privately financed, “build-it-and-they-will-come,” Brightline system will ultimately link Orlando and Miami. The project leverages portions of an existing freight corridor and constructs a segment of new passenger only high-speed trackage.

An interesting article on the project is printed in the November 2016 Trains magazine and is worthy of a look.

One final political item: Just as votes count, so does industry contact with Congress. Now is the perfect time to start thinking about participating in the 2017 Railroad Day on the Hill (please visit https://aslrra.org). AREMA has supported

www.rtands.com

Upcoming Committee Meetings March 22-23 Committee 30 - Ties

2017 Meetings Jan. 24-25 Committee 15 - Steel Structures

Fort Myers, FL

April 25-27 Committee 4 - Rail

Feb. 1

Committee 9 - Seismic Design for Railway Structures

San Jose, CA

May 16

Feb. 5

Committee 1 - Roadway & Ballast

Feb. 23-25

Committee 24 - Education & Training

March 9

Committee 27 - Maintenance of Way Work Equipment Las Vegas, NV

San Gabriel Trench (East of L.A.) Jacksonville, FL

Colorado Springs/Pueblo, CO Manchester, NJ

Committee 2 - Track Measurement & Assessment

Oakland, CA

May 16-18 Committtee 5 - Track

Pueblo, CO

May 23-24

Committee 15 - Steel Structures

Calgary, ON Canada

June 7-8

Committee 9 - Seismic Design for Railway Structures

Denver, CO

For a complete list of all committee meetings, please visit www.arema.org/events.

Negotiated airline discount information for AREMA committee meetings can be found online at: http://www.arema.org/meetings/airlines.aspx.

this event in the past. Groups of industry professionals visit members of Congress and help put an educated personal face on policy issues that are important to the industry and its suppliers. It is both an important and highly educational experience.

In closing, I want to offer condolences to the family of industry icon James W. “Jim” McClellan, retired senior vice president of Planning at Norfolk Southern, who passed away in mid-October. While he was not in the engineering community, he certainly impacted and helped shape the rail industry we are part of today. From my personal interactions, I know he understood the need for well thought-out and properly maintained rail infrastructure. Much has been written by others about his impact on the industry and I encourage you to take time to read these very informative pieces. Happy Holidays!

Call for Nominations - Notice to all members of AREMA The 2016-2017 Nominating Committee, under the Chairmanship of Immediate Past President Brian A. Lindamood, hereby solicits suggestions and recommendations of candidates to serve on the Functional Group Board of Directors of AREMA in the following positions:

FYI… Happy Holidays AREMA would like to wish you and your family a very happy and safe holiday season.

Post your career opportunity now on AREMA’s Railway Careers Network! Target your recruiting and reach qualified candidates quickly and easily. Use code HOLIDAYS2016 for 20% off any job posting during the month of December. Start posting jobs today!

All must be members of AREMA in good standing •

Senior Vice President – one-year term

Must be a current or past member of the AREMA Board of Directors, and must be employed by a railway or transit company.

•

2 Functional Group Vice Presidents – two-year term 1 Structures, 1 Maintenance

Must be current or past members of the AREMA Board of Directors.

•

All six (6) Functional Groups will have a vacancy to be filled in the Functional Group Director positions – three-year term (Communications & Signals, Passenger & Transit, Engineering Services and Track) and two-year term - Structures and Maintenance.

Nominating recommendations should be submitted via letter or fax, and include all documentation to substantiate the recommendation. This must be signed by the member making the recommendation.

Deadline for receipt of recommendations is January 31, 2017.

The Nominating Committee will consider all recommendations. Submission of a recommendation should not be construed as affirmative Committee action on that recommendation. Please fax or mail to: Brian A. Lindamood, Nominating Committee Chair, AREMA 4501 Forbes Boulevard, Suite 130 Lanham, MD 20706 FAX +1.301.459.8077

www.rtands.com

Order now: 2017 Communications & Signals Manual of Recommended Practices is now available! Please visit www.arema.org or contact Morgan Bruins at 301.459.3200, ext.

711, or mbruins@arema.org to place an order.

Call for Entries for the 2017 Dr. William W. Hay Award for Excellence.

The selection process for the 19th W. W. Hay Award has begun. Entries must be submitted by May 26, 2017. Please visit www.arema.org for more information.

Not an AREMA Member?

Join today at www.arema.org Railway Track & Structures

December 2016 29

AREMA NEWS

Getting to know Walt Bleser Each month, AREMA features one of our committee chairs. We are pleased to announce that the December featured chair is Walter F. Bleser, II, PE, chair of Committee 7 Timber Structures.

AREMA: Why did you choose a career in railway engineering?

BLESER: Railway engineering chose me, really. Although I am unable to provide the details in a public forum such as this, I can simply say there was a pivotal point at the beginning of my career that involved three key ingredients: a summer internship for HNTB, a Union Pacific tower viaduct over a canyon in New Mexico and fire ants. Let’s just say that’s when the idea of a railway engineering career bit me.

AREMA: How did you get started?

BLESER: A f t e r my s u m m e r internship, I came back for a winter internship at the same company. A gentleman in the railroad g roup decided it was time for him to seek greener pastures and the section manager asked me if I would like to fill the recent opening. I jumped on the idea for two reasons. 1) I could coast through my final semester in college and 2) I found the railroad bridge projects far more interesting than the highway side…many people I graduated with did highway work and, to me, it seemed very cookie cutter.

The rail work was always different and allowed you to see everything from inspection, rating and repair of existing structures, to the design of new structures. Online replacement was the norm for railroads, while the highway world now calls that “Accelerated Bridge Construction.”

That’s cute.

AREMA: How did you get involved in both AREMA and your committee?

BLESER: In 2004 my boss at the time, John Hronek, said “Walt, I have a great project for you. We need to inspect and rate over 100 bridges, many of which are timber. The work will be completed in the Fall.

In Arkansas. Near a college town.” I jumped at the opportunity, and when 30 Railway Track & Structures

WALT BLESER, II, PE Chair of Committee 7 - Timber Structures President, SENSR

I returned I decided there was no better time to join AREMA Technical Committee 7 - Timber Structures.

Unfortunately, I had not been out of school long enough, but the chair at the time, Ken Wammel, allowed me to join as an associate member, and I converted to a full member shortly after. Ken quickly realized that we share a similar passion for happy hour, and from there we bonded and he promoted me to Secretary. The rest is history. Great history, I might add.

AREMA: What are your hobbies outside of your work?

BLESER: If you know me, you know I can’t sit still, and if you work hard, you have to play hard. So, when I'm not working you will typically find me trail running, cycling, skiing, well, just about anything that ends in an “ing” that takes place outside and in the mountains.

AREMA: Tell us about your family.

BLESER: My wife, Melissa, is an attorney and a ful-time press secretary for me at social events. My dog, Yoda, is a three-pound Mexican Mountain Dog (Chihuahua), who really does not like anyone, and I am cool with that.

AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?

BLESER: I have a massive collection

December 2016

of railroad-related belt buckles. Yes. Belt buckles.

AREMA: W h at i s yo u r b i g g e s t achievement so far?

BLESER: I w a s o n a s i x - h o u r mountain bike ride two weeks ago and someone asked me that very question.

It didn’t take me long to respond, my greatest achievement is my marriage. I have been married for almost ten years and life has thrown us a few major curveballs. I am very proud that after outkicking my coverage, I still have Melissa by my side.

AREMA: What advice would you offer someone pursuing a career in the railway industry?

BLESER: When I was a “pup” in the industry, my technical mentor at HNTB, Hans Hutton, pulled me aside before my very first AREMA Committee 7 meeting. He said, “Walt, if you want to be successful in this industry, I am going to advise you to do more listening than talking, for about the next ten years.” He was completely correct. This industry is infamous for knowledge being passed down verbally and through experiences; you can’t simply “Google.” That was some of the best advice I received and allowed me to not only learn a great deal but to also make life long mentors and friends in this industry. www.rtands.com

Recommended practices for pile-driving

by Robert Keller, P.E., Senior Engineer, Rebecca Arthur, M.E., and Dan Tingley Ph.D., P.Eng., RPEQ, MIEAust CPEng, Senior Structural Engineer, Wood Technologist, Wood Research and Development, Jefferson, OR, USA. Newton's Third Law of Motion states: “For every action there is an equal and opposite reaction.” This is why we can say two tons of pile driving piston accelerating through 100 inches impacting a pile being displaced one inch results in a bearing of 200 tons (minus temporary compression and other losses).

How do we drive the pile to achieve that result? This report discusses the best practices for driving load bearing piles for bridge bents and foundations installed using impact hammers.

For fur ther infor mation on this subject, consult the AREMA Manual for Railway Engineering sections Timber Structures - Chapter 7, Section 4.6.2 and Concrete Structures - Chapter 8, Sections 4.3.1 & 4.5.1.

Before starting work

Many things must be considered before beginning work. Some can take several weeks to arrange. Start planning as early as possible to arrange track time and protection, have utilities located, obtain permissions, determine site conditions so as to have the correct equipment and materials and to ensure a safe and orderly work site. Always consult current FRA and OSHA regulations to be in compliance with current requirements.

Review the soils investigation report and/or nearby pile driving records to get an idea of how deep the piles will go to achieve bearing and what type of soil conditions will be encountered. In Figure 1, additional piles had to be driven after some piles hit early refusal and some walked due to poor information on the soil conditions. In Figure 2, the pile cap shattered after the pile hit a ledge, was spliced and then driven. Ensure pile drive caps are available for the types of piles that will be driven during the project.

Establish reference and control points so piles are located correctly and at the correct batter so the driven pile cutoff will be within tolerance. www.rtands.com

Determine the location of all utilities.

Survey the site; both ground level and overhead may contain possible conflicts.

Ensure the crane, boom, leads and piling all have sufficient distance from electrical transmission lines. This is typically 45 feet minimum if the voltage is unknown.

Locate any underground utilities: • Call before you dig for all nonrailroad utilities.

• Contact the railroad for railroad owned signal wires, power lines, water and sewer lines, tanks and old foundations or other structures.

• Other utilities may be buried and unidentified; pothole pile locations if there is any doubt.

If driving piles through an existing bridge or track structure, determine how to go through any obstructions. For open deck bridges and through fill, safely adjust ties and superstructure as needed; remember, these may need to be returned to their original position before running trains.

If driving through a ballast deck bridge, safely create an opening through which the pile will be driven, this may require false work to reinforce the bridge where it has been weakened by the opening. When driving piles near an existing foundation obtain permission from the owner of said foundation, then monitor the existing foundation for damages that might occur when driving the piles. To help protect the existing foundation, holes can be predrilled and/ or the fuel injection to the hammer can be throttled back to reduce the pounding imposed on the foundation.

Contact the railroad operations personnel to coordinate and come to an agreement on what amount of track time and type protection will be required and can be expected for the pile driving.

Plan your staging area in a neat and orderly manner to enhance safety and minimize the amount of double handling and searching for materials.

Safety

Safety is the number one priority on the work site. Hard hats, safety glasses, steel toed boots, hearing protection and high visibility workwear are minimum requirements for personal protective equipment when driving piles. To ensure a safe work place: • Ensure a form of on track safety is in place. Protect the pile driving operation from trains and vice versa.

Be in the clear and have movement stopped sufficiently ahead of approaching trains so as not to excite the train crew into executing an emergency stop.

• Whenever climbing leads, wear a fall protection full body harness attached to an anchor point. The anchor point is usually a retractable lifeline attached to the top of the leads.

• Be aware of pinch points from swinging piles and leads, use tag lines to better control these items.

• When using scaffolding or ladders, ensure proper fall protection is used and scaffold and ladders are secure.

• When hot work is being performed (cutting or welding) ensure fire extinguishers and other fire suppression equipment is readily available to keep an errant spark from causing a major fire.

• Clean the piles of dirt, mud, rock, snow, ice or other debris before bringing to an upright position.

Debris can fall before or during driving, endangering workers below.

• Stay clear of the operation whenever possible, things breaking from above can fall on workers.

Verify pile type

Verify the type of pile to be used meets designed specifications. Timber railroad piles are inappropriate, however, if difficult soil conditions or rock are encountered, other pile types may be used including steel H piles, steel shell

Railway Track & Structures

December 2016 31

AREMA NEWS

pipe or prestressed concrete piles.

When timber piles are specified, they should be inspected when delivered to the site to ensure the piles meet specifications in regard to length, size (butt and toe diameter), sapwood, straightness, twist of grain, knots and pressure treatment. Refer to ASTM D 25-99 Standard Specification for Round Piles for specific requirements of acceptable piles.

Verify bearing capacity

Verify the bearing capacity that must be achieved. This is typically determined by the engineer or standard plans.

Consult your plans to determine what is actually required.

Some typical bearing requirements for different types of piles include: • H-Pile 14” x 89# = 250 tons • Steel Shell (Pipe) Pile; 16” dia., 3/8” wall thickness = 200 tons • Prestressed Concrete Pile, 16” x 16” square = 250 tons • Timber Pile (new) 14” dia. = 60 tons Know how to determine when the correct bearing has been achieved. There are several means by which to determine the bearing achieved, such as: • PDA – Pile Driving Analyzer – electronic, most accurate, most expensive, used exclusively by many agencies.

• Rational Formula – Traditional Empirical formula successfully used throughout industry for many years.

• Static Load Testing – achieved by loading the pile with a known static force and measuring the pile response over a period of time.

Determine field requirements

Determine the specific field requirements based upon the type of piles the engineer has designed and shown on the plans.

Timber piles shall have a helmet, a heavy steel block fitting snugly over the top of the timber pile, providing a smooth surface of contact between the hammer and pile. A hammer cushion shall be used between the pile driver and the helmet; a pile cushion shall be used between the helmet and the top of the pile. Steel piles shall be furnished with a driving shoe, welded in accordance with the welding procedures.

Determine if pile tips are required

Depending on soil conditions, pile tips may be required. This will usually be specified by the engineer and found on the plans. Pile tips may be required on timber or steel pipe piles.

Where rock is expected to be encountered before achieving minimum tip elevation, rock tips may be required on H-Piles.

If the rock is anticipated to be so hard it cannot be penetrated, predrilled holes may also be required. Figure 3 shows an example of poor pile penetration.

Documents and information

Additional information and documents to have on hand before proceeding include: • Estimated pile length • Approved welding procedures 32 Railway Track & Structures

December 2016

•

Approved documents for recording field information and data.

Pile driving equipment approval

The contractor shall obtain the engineer’s approval for all pile driving equipment. Equipment must be checked prior to and during pile driving to ensure the piles are driven within specifications and are undamaged. Check the hammer operation and verify all the details listed below: • That the type, striking energy per blow and rated speed meet specifications.

• Hammers must have continuous compressor capacity to assure that the rated conditions are achieved (single acting: length-of-stroke or blows per minute; double acting: bounce chamber pressure).

• All diesel hammers must have an acceptable means for measuring hammer energy pressure.

• When pressure gauges are included, manufacturer’s charts and graphs showing calibration to energy are furnished to the engineer.

Test piles

Test piles should be driven to determine the actual soil conditions encountered and make sure bearing capacity is achieved. Loading tests should be made before construction commences if possible. Select a location for the test pile that can be used in the bridge so as not to waste the pile. Plumb piles are best for use as test piles. When driving the first pile in the bridge, pier or bent as a test pile, drive a couple of feet or for a couple of minutes beyond achieving minimum bearing capacity to ensure you have not landed on a ledge that repeated train loadings might induce the pile to punch through.

Figure 4 shows an example of a bent that has settled after repeated train loadings. Drive additional test piles wherever necessary, especially if bearing is achieved on a pile at a higher elevation unexpectedly.

Minimum depth to minimum scour

Dependent on site conditions, the design engineer will determine the minimum depth below flow line that piles must be driven to minimize scour concern. This is typically around 25 ft. Figure 5 shows an example of scouring exposing the bottoms of the piles and reducing the bearing capacity of the bent.

Pile splices

Splices are a contingent item that is required when the engineer directs the contractor to drive a pile more than 1.5 meters (5 ft.) beyond the estimated plan length. Splices must be made in such a manner that the full strength of the section of pile is developed. All welding must be performed by a state/ province certified welder following approved welding procedures. They must be made a minimum of one-foot above the ground so the splice can be monitored during subsequent driving. Typical pile splices include: • H – Piles – may be spliced using a full penetration butt weld or by the backing plate method • Pipe Piles – splices are welded using backup rings (chill rings) or friction fit splicers may be used.

• Prestressed Concrete Piles – must be spliced using dowwww.rtands.com

•

els and fluroc.

Timber Piles – There is no acceptable method for splicing timber piles.

Templates

Templates may be used to keep the pile in a desired position while it is being driven. This is particularly useful when swinging leads cannot be stabbed, underground obstructions may cause the pile to shift as it is driven or the pile is being driven on sloping ground.

Pile location tolerances

Piles must be driven in the correct location, to the specified batter or plumbness, within specified tolerances. Check pile batter and plumbness as driving progresses and adjust leads as necessary to achieve the correct batter and plumbness.

Footing piles are those that are cut off below ground line and wholly encased in concrete. Typically they should be within 3 inches of plan location.

Bent piles are those that are cut off at or above the bottom of cap. Typically they should be located within 2 inches of plan location transverse to the centerline of the bridge and within 1inch parallel to the centerline of the bridge. Bent piles should be within 1/8 inch per foot of planned batter or plumbness.

Cutoff elevation tolerances

In addition to being driven in the correct location, pile tops must be cut off level, at the elevation specified on the plans.

Elevation tolerances are usually specified on the plans. Typical tolerances for different types of piles include: • Prestressed Concrete Piles to within 2” of the elevation on the plans • Piles welded to Steel Cap or Steel Plate imbedded in concrete cap to less than 1/16” of the elevation on the plans.

Greater than 1/16” will result in a larger weld size.

• Wood Piles cap within 1/16” of the elevation on the plans

Pile markings

It is good practice to always make permanent markings on each pile to indicate the distance to the pile tip. The marks are very helpful after a scour event to determine the remaining embedment length. The marks are also helpful when estimating pile requirements for driving nearby bearing piles.Nonpenetrating weld beads on steel piles before painting works well to make permanent marks; cutting or stamping into timber is also effective.

Pile hammer size

The pile hammer must be sized to efficiently install the pile without an excessive number of blows while not damaging the pile. The design engineer will determine the pile hammer size. A typical striking energy per blow is 17.6 Kilo-Joules (13,000 ft-pounds).

Pile sizes

Pile sizes are determined by the design engineer and typically found on the plans. In general, piles that will be encountered are: www.rtands.com

• •

• •

Timber Piles-14” – 16” diameter H – Piles a. HP 14”x 89# are the most frequently used b. HP 14” x 117# are used when greater bearing is required Steel Shell Piles - 14” and 16” diameter with open, cone or flat plate pile tips Prestressed Concrete Piles – varies depending on requirements

Displacement piles

When driving multiple rows of piles, start with the inside piles as when driving piles for pier footings.

Driving piles adjacent to fresh concrete

Consult with the engineer for approval whenever driving piles adjacent to freshly poured concrete. General recommendations are: • Piles shall not be driven within 150 feet of concrete that was placed within the previous 24 hours without approval of the engineer.

• If piles are driven within 150 feet of concrete that has not attained its specified 28-day strength, the following distances, based on the concrete strength and pile hammer rated energy, shall be maintained between the concrete and the nearest pile:

Quality assurance

It is extremely important to inspect all materials and equipment before and during driving to ensure quality is being maintained at all intervals. The buried ends of installed piles cannot be inspected after driving. Inspect and verify the following3: • Inspect all materials to be installed for compliance with specifications.

• Inspect pile driving equipment during driving, making sure the hammer is operating at the proper energy levels.

• Verify pile size, length and type.

• Verify location of pile.

• If pile toe protection is specified, is it installed?

• Verify pile is plumb.

• Verify the hammer cushion the correct type and thickness. Is it being replaced regularly?

• Did the pile meet the driving criteria?

• Verify pile cutoff elevation is correct and exposed end has been properly treated.

General pile driving comments

Pile alignments are many times difficult getting exactly correct since driven piles have a tendency to deviate from the computed location. Such deviations may require more substructure design, or the driving of additional piles may be Railway Track & Structures

December 2016 33

AREMA NEWS

needed to compensate for the induced eccentricities, however, 2 to 4 in. can be considered allowable.

Pile damage may be reduced by squaring the pile head to the energy source and by using pile-driving caps and cushions. Should driving resistance be encountered, where the following resistances may be taken: Steel Piles: 12-15 blows/in.

6-8 blows/in.

Concrete Piles: Timber Piles: 4-5 blows/in.

Should the driving penetration become irregular or suddenly increases, or driving change direction, the pile may already be bent or broken.

In certain saturated fine-grained slow draining soils, driving of piles will displace the soils increasing the pore pressure to the point where void ratio cannot change rapidly causing heaving of piles already driven in this material. If there will be heaving anticipated, survey benchmarks and elevations may be established on the piles after they are driven and other piles, in close proximity, are driven such that additional driving may be required after the pore pressure has had enough time to stabilize.

In granular soils, vibrations of driving could result in area subsidence as the soil structure is rearranged. Pile driving, within about three diameters, might become more difficult due to the densification of the surrounding soils. Driven piles nearby may be preloaded as a result of this subsidence.

These problems may or may not be serious, depending on how the heave or subsidence takes place. A more serious condition occurs for end bearing piles driven to refusal and then heaving occurs; excessive settlements may result after the structure is built as the piles reseat themselves.

Pile record keeping

Pile records are important for the design engineer to determine whether the design criteria have been met. Accurate pile records must be kept for every pile, as it is driven, and shall include the following information3: • • • • • • • • • • •

Project identification number, name and location Date and time of driving (start and stop and interruptions) Name of contractor Hammer make, model, ram weight, energy rating. The actual stroke and operating speed should be recorded.

Hammer cushion description, size and thickness Pile location, type, size and length Pile ground surface, cut off, final penetration elevations and embedment length Driving resistance data in blows per foot with the final foot normally recorded in blows per inch Graphical presentation of driving data Comments or unusual observations, including reasons for all interruptions Signature and title of inspector

References

1. Manual for Railway Engineering. American Railway Engineering and Maintenance-of-Way Association, 2013.

2. ASTM D 25-99 (2005.) Standard Specification for Round Timber Piles. American Society for Testing and Materials, West Conshohocken, PA. 3. Collin, J.G. Timber Pile Design and Construction Manual. American Wood Preservers Institute, 2002.

Figures 1-5 appear clockwise.

1: Poor soil conditions information led to some piles hitting early refusal and some walking.

2: This pile hit an unknown ledge, was spliced and then driven, shattering the pile cap.

3: Poor pile penetration is shown.

4: Repeated train loadings have driven the piles lower and caused the bent to settle.

5: Scouring has reduced the bearing capacity of these piles.

34 Railway Track & Structures

December 2016

www.rtands.com

CALENDAR DECEMBER 15-16. 2016 Big Data Railroad Engineering Conference. University of Delaware, Newark, Del. Website: http://www.engr.udel.edu.

MARCH 2. Railroad Day on Capitol Hill. Renaissance Washington. Website: www.aslrra.org.

JANUARY 2017 8-11. 2017 NRC Conference & NRC-REMSA Exhibition. Boca Raton Resort. Boca Raton, Fla. E-mail: conference@nrcma.org. Website: www.nrcma.org/2017conference.

APRIL 4-7. 2017 ASME Joint Rail Conference. Doubletree by Hilton at Philadelphia City Center. Philadelphia, Pa. E-mail: jakubowskim@ asme.org. Website: www.asme.org/events/joint-rail-conference.

11-12. Midwest Association of Rail Shippers (MARS) Winter Meeting. Hilton Chicago, Oak Brook Hills Resort. Oak Brook, Ill. Phone: 630 513-6700. Website: www.mwrailshippers.com.

10-11. 2017 International Rail Safety Seminar & Expo.

Florida Hotel and Conference Center. Orlando, Fla. E-mail: tom@vehicleandtrack.com. Phone: 321-473-6066. Website: railsafetyseminars.com/.

12-13. 13th Annual Southwestern Rail Conference. Magnolia Hotel. Dallas, Texas. Website: http://texasrailadvocates.org/sw-railconference-2017/.

30-2. NIT League Transportation Summit. Hilton San Diego Resort and Spa. San Diego, Calif. Phone: 703-524-5011. Website: http://nitl. org/events/annual-conference/.

31-2. 2017 AAR Quality Assurance Auditor and Industry Conference. New Orleans, La. Website: http://www.aar.com/ standards/useful_links.html.

www.rtands.com

18-20. Light Rail 2017. Grand Hyatt Denver. Denver, Colo. E-mail: conferences@sbpub.com. Website: http://www.railwayage.com/ index.php/conferences/lightrail.html.

22-25. ASLRRA 2017 Connections. Gaylord Texan Resort.

Grapevine,Texas. Phone: 202-628-4500. Website: www.aslrra.org.

MAY 2. 2017 Annual Transloading Conference. Kansas City, Mo. Phone: 402-306-2250. E-mail: steve@tdana.com. Website: www.tdana.com.

Railway Track & Structures

December 2016 35

PRODUCTS Sign clamp

BAK Corporation’s Quick Connect Sign Clamp is a patentpending system that allows workers to install and uninstall signs along the tracks within a matter of minutes, the company says. The Quick Connect Sign Clamp is designed to mitigate safety risks and is intended to eliminate the occurrence of potential injuries near the railway. BAK’s sign clamp is noted for its ease of use and the company says it can be implemented during any weather conditions without requiring hammering.

BAK Corporation says its Quick Connect Sign Clamp can be installed inside or outside of tracks and is also easy to use on grounds that are not level. The sign clamp also avoids leaving holes in the ground or causing accidents with cut signal cables that can cause delays for crews when waiting for signal lines to be repaired. BAK says its sign clamp is easily removable when needed to allow high rail and vehicle passage through the area. Phone: 708-674-3122.

36 Railway Track & Structures

December 2016

Positive train control system

Metrom Rail released a modular positive train control (PTC) offering, the AURA Positive Train Control System, which can be implemented without significantly affecting train throughput. The new system is designed to handle key train control, collision avoidance and worker protection in the transit rail industry. Intended for transit lines that do not share track with freight trains, the system also provides speed and signal compliance, precision berthing and protection for workers both above ground and underground. “Its modular design ensures seamless integration with both new and existing transit rail systems,” the company said. “Further, it utilizes wireless sensor systems that do not require centralized back-office operations.”

The company says the AURA PTC System deploys Ultra-Wide band radio technology, allowing the system to operate efficiently both above and below ground and providing a reliable communication link from a train to signals or other critical elements. Phone: 855-943-8726.

www.rtands.com

Ad Index Company

Phone #

Fax#

e-mail address

Page #

Airtec International Ltd.

+44 141 552 5591

+44 141 552 5064

airtec@intl.co.uk

20

Auto Truck Group

816-412-2131

816-412-2191

eschoenfeld@autotruck.com

2

Custom Truck & Equipment Rail Division

816-241-4888

816-241-3710

bboehm@cte-equipment.com

4

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

Cover 3

Georgetown Rail Equipment Co.

512-869-1542 ext.5292

512-863-0405

bachman@georgetownrail.com

Cover 4

HIRAIL Corporation

800-274-7245

319-455-2914

info@hirail.com

8

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

21

Neel Company, The

703-913-7858

703-913-7859

jlewis@neelco.com

5

NRC

202-715-2920

202-318-0867

info@nrcma.org

10

Pandrol USA, L.P.

1-800-221-CLIP

856-467-2994

PortaCo, Inc.

218-236-0223

218-233-5281

info@portaco.com

22

Racine Railroad Products

262-637-9681

262-637-9069

custerv@racinerailroad.com

19

RAILCET

866-724-5238

217-522-6588

grif1020@yahoo.com

6

RailWorks Corporation

866-905-7245

952-469-1926

ksimpson@railworks.com

7

Railway Educational Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb.com

35, 36

Sensr Monitoring Technologies

512-240-5273

866-521-7417

walt.bleser@sensr.com

9

17

Taimi Hydraulics

24

Willamette Valley Company

Cover 2

541-484-9621

541-484-1987

alisha.barrowcliff@wilvaco.com

Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.

The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness.

Advertising Sales general sales OFFICE AL, KY Jonathan Chalon Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 633-1165 New York, NY 10014 jchalon@sbpub.com

OR, SD, TN, TX, UT, WA, WI, WY, Canada -­AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com

CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, Canada - Quebec and East, Ontario Jerome Marullo (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 jmarullo@sbpub.com

Responsible for advertisement sales in all parts of the world, except Italy, Italian-speaking Switzerland, Japan, and North America.

Suite N2, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK Louise Cooper International Sales Manager Suite K5 &K6

AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK,

www.rtands.com

The Priory +44-1444-416917 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom lc@railjournal.co.uk

Corte Lambruschini Corso Buenos Aires 8 +39-10-570-4948 V Piano, Int 9 Fax: +39-10-553-0088 16129 Genoa, Italy info@mediapointsrl.it

Julie Richardson International Sales Manager Suite K5 &K6 The Priory +44-1444-416368 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom jr@railjournal.co.uk

Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amskatsu@dream.com

Italy and Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL

Classified, Professional & Employment Jeanine Acquart (212) 620-7211 Fax: (212) 633-1325 55 Broad St., 26th Fl. New York, NY 10014 jacquart@sbpub.com

Railway Track & Structures

December 2016 37

NEW & USED EQUIPMENT

Professional Directory

TAKE A LOOK AT QUALITY Kenworths, DMF Gear, Moley Magnets & Serco Loaders

Grapple Trucks

LEASE or Rotary Dumps

BUY

Tunnel Trucks

Custom Build New or Used Chassies Also: Hirail Boom Dump Trucks NOW a Hirail Mechanics Trucks SERCO Crew Cabs DEALER Hytracker for moving equipment Hudson Ballast Cars DMF & Harsco parts, service and installation

RAILROAD SERVICES

Products and services

Est. 1910

Ph: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • www.franktartaglia.com

REESE

Hi-Rail trucks engineered for your applications with nationwide deliveries and warranties...

WHAT CAN WE DO FOR YOU?

• Track construction and maintenance • On-track ditching and rotary dump service • On-track tree trimming and brushcutting • Storm and flood cleanup and debris removal • Tie distribution, removal and disposal

Grapple Trucks Magnets & Self Propelled

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 • fax (717) 328-9541 • www.kwreese.com

5 Time NRC SafeTy awaRd wiNNeR

Section Trucks Telescoping & Articulating Cranes

ALSO AVAILABLE Hi-Rail Pickup Trucks Hi-Rail Mechanics Trucks Hi-Rail Aerial Devices Hi-Rail Welder Trucks

and many more truck configurations...

National Salvage & Service Corporation Providing Quality Used Rail Road Products •Relay Rail and OTM •Cropping and Drilling Services •Relay Ties David Ralston 812-339-9000 Email: david.ralston@nssccorp.com

38 Railway Track & Structures

December 2016

Track Maintenance Trucks

877-888-9370 877-888-9370

ASPENEQUIPMENT.COM/RAIL bharrod@Aspeneq.com Aspenequipment.com/raiLROAD

RailwayAge.com

RT&S2013revAd.indd 1

2/12/13 2:57 PM

The News Destination for the Rail Industry www.rtands.com

NEW & USED EQUIPMENT

R. E. L. A. M., INC.

PARTS • SALES • SERVICE

E-Mail: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line HYDRAULIC STABILIZERS HARSCO TS-30HDs TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1000/1050 Kribber-Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAILHEATERS Pettibone Model 445E/F Speedswings w/Multiple Attachments (F’s with Tier 4 Engine) Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Propane and Diesel Railheaters - Single & Dual Sided, Selfpropelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

NEW & USED Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

WE ALSO RENT! Call Rob Wiskerchen at 715-897-2619 Toll Free: 888-405-0110 e-mail: rob@wisktrucks.com • www.wisktrucks.com

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 4480 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

RAILWAY EQUIPMENT SERVICES, INC. www.railwayequipmentservices.net MOW Equipment – Lease & Sale Track Surfacing – Tamp & Reg Brushcutting – Dual side Kershaw Specialized Hauling – Low Boys with Rail 318-995-7006 or 318-469-7133 “A full service company with over 20 yrs exp!”

ALL MAJOR CREDIT CARDS ACCEPTED www.rtands.com

Railway Track & Structures

December 2016 39

NEW & USED EQUIPMENT

Authorized Harsco Remanufacturer For Sale

Remanufactured Harsco 6700 SJ2 Switch Production Tampers Equipped with the latest technology, considerably less expensive than new, and full one year warranty. Customer satisfaction guaranteed.

Have an old, worn out 6700 Tamper? We have your solution.

Call 620-485-4277 or visit precisionrwy.com for more details.

Want to see some of our work? Scan the QR Code for our YouTube channel.

Remanufactured 6700 sales

On-site training

MANY YEARS OF EXPERIENCE IN THE DESIGN AND CONSTRUCTION OF RAILROAD EQUIPMENT

Equipment leasing

Trade ins accepted

Get the inside scoop on and off the track

JOHN GALLO

BUSINESS DEVELOPMENT MANAGER 402-990-9385 JOHNG@OMAHATRACK.COM

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

RAIL BRIEF: The Weekly RT&S Email Newsletter SUBSCRIBE AT: www.rtands.com/RailBrief

ALL MAJOR CREDIT CARDS ACCEPTED

40 Railway Track & Structures

December 2016

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