RT&S April 2015

Contents April 2015

4

Features

16

Industry Today 4 Supplier News 8 People

Materials handling Railroads require finesse and precision when it comes to the delivery of materials.

28

Columns Georgetown Rail Equipment Co.

Herzog Railroad Services, Inc.

News

RAILWAY TRACK AND STRUCTURES

28

M/W challenges An analysis is performed to explore the relationship between missing ballast and the development of track geometry defects.

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The Tanana River Bridge Railroad bridges can be standard pieces of infrastructure to build, but the super size and dual purpose of the Tanana River Bridge brought unique challenges to the design and construction team.

16 Departments 12 TTCI R&D 37 Arema News 43 Calendar 44 Products 45 Advertisers Index

3

On Track Taxes grow without rain

9

GREX’s Slot Machine offloading. Story on page 16.

45 Sales Representatives 46 Classified Advertising 47 Professional Directory

NRC Chairman’s Column Big deals in Little Rock Mat Fletcher/Hanson Professional Services

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Railway Track & Structures

April 2015 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 111, No. 4 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 Jennifer Nunez/Assistant Editor, jnunez@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 0033-9016, 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 Simmons-Boardman 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 individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00.

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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 (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@halldata.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1172, Skokie, IL 60076-8172. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1172, Skokie, IL 60076-8172.

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Taxes grow without rain

W

hile I’ve never actually heard anyone utter the Jewish proverb that is this column’s headline, I still found it an apt fit. Many of you might just be finishing those forms in time for the April 15 tax deadline and if you’ve been tapped into what is going on in Minnesota, you know a proposal is on the table that would see Class 1 railroad taxes grow...significantly.

To sum up what has been happening (as I understand it), Minnesota Gov. Mark Dayton introduced a proposal he says would increase safety and ease congestion at 75 of the state’s grade crossings, provide better training to first responders in the event of a derailment and institute more quiet zones. He cites increased traffic related to crude-by-rail as a reason for the congestion and safety concerns. His proposal plans to pay for these $330-million in projects by imposing an annual assessment on the four Class 1 railroads with active lines in the state and would “modernize” property taxes paid by railroads to include rolling stock, cars, trestles and rail bridges. The governor said the proposal would generate $20 million a year in new revenue for the state and $45 million a year for local municipalities.

Now, here’s where it gets a bit sticky.

While the governor says this proposal is to hold railroads accountable for a problem they “created” and suggests these new funds be used to enhance grade-crossing safety, Minnesota Revenue Commissioner Cynthia Bauerly has been quoted saying the municipalities could use those funds “as they see fit.” (Cue steam from ears.)

Where do I begin? First, Minnesota will tax the railroads in the name of grade-crossing safety and enhancement, but the funds might not be used for those purposes. Second, as far as any problem being “created,” the railroads are the middleman in the crude-by-rail equation. They are held to the common carrier obligation; their duty is to carry all commodities. Further, Minnesota was ranked 18th in total energy consumption by the U.S. Energy Information Administration (2012 was the latest figures). Being in the top 36 percent of U.S. energy consumers, one could argue that Minnesota itself is certainly not innocent as far as the whole creating-the-problem thing goes.

If anything, the railroads are trying to ease the congestion problem. BNSF, which has more than 1,500 track miles in Minnesota, said it plans to invest $326 million in its Minnesota network in 2015. Outside of planned maintenance work, the railroad’s capacity enhancement efforts include two double-track projects and an additional siding to help with train movement.

To compound frustration with this proposal is the fact that Minnesota is currently sitting on a $1.8-billion surplus.

The governor wants to invest a good deal of that in education, which is admirable, but when you’re sitting on that much extra cash, you don’t need to raise or modernize or collect additional taxes from any person or entity.

The railroads, of course, are opposed to the added tax responsibilities tied to this proposal and are prepared take the fight to court if needed. They are in the unenviable position where they must fight against discriminatory taxation, but at the cost of the political spin-doctors turning their opposition to unfair taxes into an uncommitted view of public safety.

I would have thought there would be a more creative solution to Minnesota’s grade-crossing concerns. As it turns out, the Minnesota Department of Transportation had a pretty good option outlined in its 2015 Draft State Rail Plan. Pertaining to funding of state rail projects, the draft plan names the Transportation Infrastructure Finance and Innovation Act (TIFIA) program and cites the success of the $280-million Reno Transportation Rail Access Corridor project in Reno, Nev., that received a $50.5-million TIFIA load and eliminated 10 at-grade crossings. Exploring the TIFIA option, while it may take much more time than “modernizing” a tax code, seems to be the more mutually beneficial route.

When it comes to safety, perhaps the focus shouldn’t be on where to rest blame, but instead on where the solution lies.

Mischa Wanek-Libman, Editor Railway Track & Structures

April 2015 3

INDUSTRY TODAY Supplier News AXION International Holdinds, Inc., received $1.71 million in orders for plated ECOTRAX® tunnel ties from Eastern Rail Corporation for a northeast-based transit line and received $1 million in orders for ECOTRAX rail ties to be installed in a northeastbased transit line’s rail yard and station.

The Chicago Transit Authority (CTA) Board approved the award of a $25.6-million contract to F.H. Paschen and S.N. Nielsen for the renovation of five O’Hare branch CTA stations, part of the Your New Blue modernization project.

Hanson Professional Services, Inc., earned a National Recognition Award for exemplary engineering achievement in the American Council of Engineering Companies’ 49th annual Engineering Excellence Awards for

CN plans Quebec bridge work; new terminal west of Toronto Canadian National detailed its plans to build a new intermodal and logistics hub in Milton, ON, as well as its targeted work on the Quebec Bridge in 2015.

The CA$250-million ($US200-million) terminal would be constructed adjacent to CN’s mainline in Milton, located approximately 30 miles west of Toronto. Milton has ready access to major highways reaching key industrial and commercial areas in the Greater Toronto and Hamilton Area (GTHA).

The railroad says the new Milton facility will complement Brampton Intermodal Terminal (BIT), CN’s existing Toronto-area intermodal terminal in Brampton, ON. CN notes BIT, is nearing capacity, but will continue to operate for the long term.

CN believes the new intermodal and logistics hub will generate specific supply chain benefits in the GTHA by facilitating logistics development in Milton and the regional municipality of Halton; supplying additional intermodal capacity and container availability for exporters located in the southwest area of the GTHA and creating more than 1,000 direct and indirect jobs in Milton and Halton region.

CN will submit a complete project description of the planned Milton hub to the Canadian Environmental Assessment Agency for review.

Meanwhile, in the next province to the east, Quebec, CN will undertake an estimated CA$7 million (US$5.6 million) in work for its annual Quebec Bridge program.

The work is part of a program that the railroad and the Ministère des transports du Québec (MTQ) agreed upon in 2013 following a thorough inspection of the entire bridge. The agreement reflects the dual purpose of the bridge and takes into account the fact that the bridge will mainly be used for road traffic. This year’s planned work brings the CN’s total investment in the bridge since 2013 to CA$17 million (US$13.6 million). CN plans to invest up to CA$95 million (US$76 million) over 10 years to ensure the safety and long-term viability of the Quebec Bridge. The MTQ has indicated it intends to replace the entire roadway deck over the next few years. The new deck, which is expected to cost tens of millions of dollars, will feature improvements mandated under the agreement, including an improved drainage system allowing de-icing salt-contaminated water to drain off to prevent wear and extend the life of the bridge.

MTQ’s investments are in addition to those made under the major rehabilitation program in partnership with CN. “CN has been investing heavily in the Quebec Bridge for over a century to extend its life even though it has been used less and less for rail traffic,” said Claude Mongeau, president and chief executive officer of CN. “The major rehabilitation program, which covers the 2015 program announced today, confirms CN’s ongoing commitment to preserve a strategic piece of infrastructure for Quebec City.”

WSOR begins track work to rehab line between Plymouth and Kohler The Wisconsin & Southern Railroad (WSOR) broke ground March 24 to reconstruct nearly 11 miles of state-owned freight rail track between Plymouth and Kohler, Wis. This is part of a nine-year effort by state and local officials and area business owners to restore rail service after the line was embargoed in 2006.

Work had already begun on the line in late 2014 with the clearing of trees from the rail right-of-way and the recycling of the old tracks. Construction is expected to be completed by fall of 2015.

WSOR spokesperson, Ken Lucht, stated the railroad is excited to service several existing customers

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located on the route and notes that there are several plots of land suited for industrial or warehousing uses along the rail line. In addition, the railroad is working with several area businesses to establish multi-modal capabilities on an existing spur.

The rail restoration project is estimated at $19.1 million. The Wisconsin Depar tment of Tr a n s p o r t at i o n w i l l p r ov i d e m o r e t h a n $ 1 7 million towards the project. The remaining funds will be provided by WSOR; cities of Plymouth and Sheboygan Falls; Sheboygan County; Bemis Manufacturing; Kettle Lakes Co-op and Morrelle Transfer Incorporated.

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KCS taking on $18-million Texas maintenance and capacity project Kansas City Southern is investing approximately $18 million in construction and improvement projects on its Laredo Subdivision between Laredo and Corpus Christi, Texas. KCS said these projects help grow capacity, as well as maintain and enhance safety on the cross-border network.

Work on the Laredo Subdivision began February 24 and will continue through mid-April with installation of approximately 80,000 crossties; replacement of approximately six miles of rail; enhancements to approximately 177 crossings and structural steel improvements at the International Bridge at Laredo.

In addition to Laredo and Corpus Christi, specific communities where this work will be performed include Realitos, San Diego, Alice, Agua Dulce, Banquete and Robstown.

“KCS, through its U.S. and Mexican

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Supplier News

subsidiaries, continues to invest an industryleading percentage of its annual revenues to capital projects that expand our network’s capacity, keep our maintenance in a regular and healthy cycle and grow our ability to handle the economic growth that is occurring along our network,” said Chief Executive Officer David Starling. “Our systemwide 2015 investment continues this trend and helps us be a growth partner for our customers and the communities we serve.”

In Texas, KCS owns and operates 927 miles of rail infrastructure, three intermodal facilities and an automotive facility.

KCS serves the ports of Beaumont, Port Arthur, Corpus Christi and Brownsville, as well as 42 transload facilities in the state. The KCS network in Texas serves as a viable transportation and logistics solution for shippers moving goods throughout North America.

the Tanana River Bridge in Salcha, Alaska.

Holland LP has acquired the operating assets of The Bankhead Companies, based in Atlanta, Ga. IntegriCo Composites plans to open its new manufacturing facility in Springill, La., July 2015.

Metro-North Railroad selected Persante Health Care Inc. of Mount Laurel, N.J., to provide medical testing and evaluation services for a seven-month pilot project

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INDUSTRY TODAY Supplier News focusing on obstructive sleep apnea and locomotive engineers.

RailComm completed the installation of an advanced remote switch and third rail heater control system for the Southeastern Pennsylvania Transportation Authority; RailComm will also upgrade an existing Class 1 switching yard system in Louisville, Ky. and the company completed the Blue Flag System upgrade at a North American Class 1 mainline refueling facility located in Temple, Texas.

All Aboard Florida hired The Vailon Group

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INRD plans strong bridge program with 2015 capex program The Indiana Rail Road Company (INRD) released plans for a $17.5-million capital program in 2015 that will focus heavily on bridge projects, a trend it anticipates will continue in the future.

In its Spring 2015 Mileposts newsletter, INRD writes, “After an aggressive $20-million campaign in 2014 focused on rail and tie renewal, most of [INRD’s] $17.5 million in 2015 private-capital investments involve replacing or renewing bridges.”

INRD will also keep crews and contractors busy in 2015 with new rail installation, ballast and miles of undercutting scheduled.

The railroad points to a few notable bridge projects including the replacement of two timber bridges on the Chicago Subdivision between Linton and Elnora, Ind. Two concrete culverts will replace the northern bridge, while the southern bridge will be replaced by a 159-foot steel and reinforcedconcrete ballast deck structure.

INRD also marked progress on the $14-million replacement of the 117-year-old

April 2015

White River bridge, which is scheduled to be finished by August. Renewal of the existing piers is complete, steel girders have been delivered and construction of the temporary bridge is underway.

“With 208 bridges on the INRD system, the annual inspection schedule for bridges requires thorough planning. Plus, every bridge over major waterways gets a dive inspection to assess pier conditions every five years.

“From an environmental standpoint, if bridge work results in disturbing wetlands or trees, mitigation through replacement of those public assets is required and work must be halted at certain times of the year so as not to disturb fish spawning or mating season for the endangered Indiana Bat,” wrote the company.

The railroad says bridge work will continue to dominate its future capital plans saying it expects “the most aggressive bridge replacement program in the company’s history” in 2017.

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INDUSTRY TODAY Quebec looks to acquire shortline in eastern part of province The Quebec government has laid out a plan to buy the Gaspé Railway Company line between Matapédia and Gaspé in the eastern part of the province. Ownership of the line currently belongs to four county municipalities that are served by the line.

Since 2007, the Ministry of Transportation of Quebec has awarded more than CA$44.5 million (US$35.75 million) for the maintenance of the rail network in Gaspé, including CA$27 million (US$21.7 million) in the past two years. Between 2007 and 2012, Canada Economic Development has contributed a total of CA$17.5 million (US$14.06 million). Despite the investment, a bankruptcy notice was filed on November 21, 2014 and Quebec said the bankruptcy could be declared as early as March 20. “[Without government intervention], the risk of losing the railway line and the jobs that depend on it was real. We are now putting every effort to safeguard the future of this economic asset and to promote [the] rail potential of the Gaspé Peninsula,” said Que-

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Supplier News

bec’s Minister of Transport Robert Poëti.

The government would acquire the nearly 202 miles of rail infrastructure between Matapédia and Gaspé and maintain rail operations between Matapédia and Caplan and between L’Anse-à-Beaufils (Percé) and Gaspé. Quebec has included CA$3 million (US$2.34 million) in its 2015-2016 budget for assisting maintenance of the line. The government would not restore the portion of the network between Caplan and Percé due to the cost prohibitive nature of the repairs given the “low potential traffic,” but the infrastructure would not be dismantled leaving the possibility that the line could be repaired at a later date or used for some other purpose. The Ministère des Transports du Québec would become owner of the infrastructure and ensure the maintenance of priority portions of the network.

Before moving forward, the government’s proposal must be approved by the Gaspé Railway Company Board of Directors, as well as the four county municipality owners.

to implement its Disadvantaged Business Enterprise program in Miami-Dade County.

Parsons Brinckerhoff has been named project management consultant for Adani Mining Pty. Ltd.’s multi-billion-dollar Carmichael integrated coal mine, port and rail project in the Galilee Basin in western Queensland, Australia.

Joint Venture contractor Skanska, Shimmick, Herzog (SSH) installed the first set of tracks for the Bay Area Rapid Transportation Silicon Valley Berryessa Extension.

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PEOPLE AECOM’s board of directors appointed Chief Executive Officer Michael Burke to the additional position of chairman of the board.

Gannet Fleming appointed Bryan Mulqueen, P.E., to director of transit & rail and David Boaté, P.E., to senior associate.

Scott Halsey, P.E., has joined HNTB’s program management/construction management practice as a project controls manager, and Shoukat Ali, P.E., Victor Corazza, R.C.D.D. and Joseph Marcello are the latest among almost 70 new infrastructure professionals who have joined HNTB’s northeastern U.S. rail transit division; Patricia McColl, P.E., has been named group director - rail, in the West Division.

International Association of Sheet Metal, Air, Rail and Transportation Workers named Joseph Sellers, Jr., president, succeeding General President Joseph Nigro, effected April 30.

The Los Angeles County Metropolitan Transportation Authority Board has appointment Phillip Washington as chief executive officer.

The Metrolink Board of Directors unanimously appointed Art Leahy to chief executive officer, effective April 20.

Network Rail Consulting appointed Ron Hartman as vice president of North America.

OmniTRAX Inc.’s Billie Johnson, general manager for Newburgh & South Shore Railroad and Northern Ohio & Western Railway, has been named the American Short Line and Regional Railroad Association’s 2014 Safety Person of the Year.

Parsons Brinckerhoff named Jerry Romana senior engineering manager for the Los Angeles office; Charles Hymes senior technical manager for the Orlando office and Jayanti Menches director of communications for the combined company’s U.S./ Central and South America region.

Jim Hartnett was unanimously appointed to head the San Mateo County Transit District.

Tri-City Railroad Company hired John Miller as vice president and chief operating officer.

Watco Transportation Services named Albert Perez II terminal manager at the Linden, N.J., location.

The Western Group, a railroad industry consortium, named Dr. Art Miller as system director.

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NRC CHAIRMAN’S COLUMN

Big deals in Little Rock

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 are only days away from the annual NRC Rail Construction and Maintenance Equipment Auction. This year’s auction is being held on Friday, April 17, on Blackmon Auctions’ yard in Little Rock, Ark. The auction will include more than 100 pieces of equipment, mostly consigned and occasionally donated from dozens of our member companies. Our auction is being held in conjunction with Blackmon’s annual spring auction of surplus Union Pacific equipment, which is a win-winwin for UP, NRC and all of the buyers in attendance, as it gets more equipment and more buyers together in the same place at the same time.

On consigned items, a two-percent seller’s fee and one percent of the 10-percent buyer’s commission proceeds from this sale go to the NRC Safety Training and Education Fund, which is used to support the production of our safety training videos and our scholarship program. These are both terrific programs that benefit our association and the rail industry; we need the continued support of our membership in order to be successful. For donated items, 100 percent of proceeds go to these funds.

As always, there will be a pre-auction social gathering the night before the auction, which is a great opportunity for NRC members to visit with suppliers and colleagues from the rail industry and have some fun, too. Hope to see you in Little Rock. I will update everyone on the auction’s outcome in next month’s column.

It’s mid-April and many of our projects are just getting started. The seasons have changed and our member companies are back to work in most parts of the country. As we continue to plow forward with the work we have carried over from last year or recently gained through the bidding process in the first quarter, we are all busy now. There continues to be plenty of opportunities for additional work through the remainder of the year, so sharpen your pencils and get your share. We are also seeing positive signs related to more work being outsourced to private rail contrac-

tors by the Class 1s. As we were informed at our conference in January, the major roads are planning to spend tremendous amounts of money to improve their infrastructure and expand their systems. As these railroads continue to invest large amounts of money into their systems, their need to hire rail contracting companies will continue to increase. We welcome this positive trend and look forward to providing more of our services to the railroads.

On the legislative front, there are many pending decisions currently making their way through the congressional process that could affect our industry. The NRC will continue to advocate in an aggressive manner for federal policies that support both public and private investments into our country’s infrastructure and oppose any additional regulatory burdens. The time spent in front of our elected officials is extremely important in having our voices heard and getting our message out, so save the date for Railroad Day on the Hill on June 4.

At the moment, Congress is working on the reauthorization of MAP-21 (the surface transportation reauthorization bill), a passenger rail bill, a Surface Transportation Board reauthorization bill, a PTC deadline extension bill, a rail project environmental permitting streamlining bill, the annual transportation appropriations bill and a shortline railroad tax credit bill, all of which have the potential to significantly affect our industry. If you’re not making your voice heard, rest assured your political opponents are and we won’t get what we need from these pieces of legislation.

So again, please save the date of June 4, 2015, for Railroad Day on The Hill. We look forward to a big turnout in D.C. for this event and need our membership’s full support to get our messages across.

For further information on all NRC planned events, please visit the new and improved www.nrcma.org.

Have a safe day.

by Bill Dorris, NRC Chairman Railway Track & Structures

April 2015 9

TTCI R&D Evaluation of intermediate strength rails at FAST

by Joseph LoPresti, principal investigator II and Daniel Szablewski, former TTCI principal investigator I

TTCI investigators evaluate the development of high rail gauge-corner shells on intermediate strength and premium rails.

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April 2015

T

ranspor tation Technology Center, Inc. (TTCI), began the second test in 2012 of intermediate strength (IS) rails at the Facility for Accelerated Service Testing (FAST), Pueblo, Colo. Six rail

Figure 1: Comparison between new 136RE rail profile (red) and worn high rail profile (blue) at 348 mgt.

types from five manufacturers are being evaluated.

After 360 million g ross tons of traffic, the IS rails have shown a greater tendency to develop high rail gauge-corner shells than premium rails installed in the same curve. Mild, preventive grinding of the rails has not prevented the development of the shells. It may be that the amount of metal removed and the inability of TTCI’s rail grinder to grind at angles greater than 45 degrees with respect to the top of the rail have reduced the effectiveness of grinding at preventing gauge-corner rail shells. All of the IS rails being tested are wearing less than the standard strength (SS) rail.

Rail material strength and proper ties seem to be a factor in the development of high rail gaugecorner shells. Nippon HEX premium rail (400 HB head hardness), which is installed adjacent to the IS test rail in the same curve at FAST, has accumulated approximately 425 mgt to date with no shells or transverse defects discovered.

The rails are being tested on the High Tonnage Loop at FAST under the following conditions: • 40-foot 136RE IS rails were flashbutt welded into an 800-foot test string. Table 1 summarizes important www.rtands.com

TTCI R&D

Table 1: AREMA rail properties.

mechanical properties for IS rail as recommended by AREMA, along with those for standard and high-strength rail for comparison. 1 The types of rails, approximate hardness and number of 40-foot rails of each type follow.

The number of each type of rail tested was determined by rail availability and the length of the test curve. ─- EVRAZ Rocky Mountain Steel U.S. Intermediate Strength rail (ERMS-IH), approximately 360HB head hardness, three 40-foot sections -─EVRAZ Rocky Mountain Steel U.S. Standard Strength rail (ERMS-SS), approximately 320HB head hardness, four 40-foot sections - Type 1 Italy, approximately 360HB head hardness, two 40-foot sections ─- Mittal U.S., approximately 350HB head hardness, three 40 -foot sections ─- Steel Dynamics Inc. U.S. (SDI), approximately 330HB head hardness, four 40-foot sections ─Trinecke Zelazarny (TZ) Czech Republic, approximately 330HB head hardness, four 40-foot sections • Five-deg ree lubricated cur ve with four inches of superelevation • 39-ton axle loads • 40-mph train speed (approximately 1.7-inch overbalance speed) with bidirectional traffic • Rail profile grinding approximately every 60 mgt

Rail wear

Rail profiles were measured at five locations on each 40-foot rail type approximately every 60 mgt. Figure 1 shows a representative rail profile for the high rail at 348 mgt. Wear patterns were similar for all rail types, although some rails wore more than others. The area between the new rail profile (red line) and 348 mgt worn rail profile (blue line) represents total metal loss. The metal loss shown is a combination of wear and rail profile grinding.

A two sample t-test analysis (a t-test is a statistical hypothesis test that can be used to determine if two sets of data are significantly different from each other) of rail wear comparing ERMS-SS (standard strength) rail to other rails in the test zone at 348 mgt indicated all of the other rail types tested (EVRAZ-IH, Type 1, ArcelorMittal Steelton, SDI and TZ) have statistically less wear than the ERMS-SS rail. The ERMS-SS rail has approximately 320 HB head hardness, while the other rail types being tested are IS rails ranging in hardness from 330 to 360 HB. The IS rails are being compared to the SS rail, because it is widely used and its revenue service performance is known. Area loss is shown in the box plot in Figure 2. www.rtands.com

Rail rolling contact fatigue and grinding

Rail rolling contact fatigue (RCF) in the cur ve was observed after 100 mgt and progressed slowly. Most of the surface RCF was removed from the running surface with rail grinding that was perfor med approximately ever y 60 mgt. However, some of the deeper RCF on top of the high rail, as Figure 3 shows, remained following grinding.

The rail grinding was implemented in this test for two reasons: (1) to remove RCF from the running surface while maintaining the proper rail profile and (2) to prevent deep seated shelling (DSS) gauge-corner defects from occurring by reducing the maximum contact stress in the railhead and moving the stress field deeper into the railhead. There were 18 DSS defects in the high rail during the previous IS rail test at FAST, two of which resulted in the early termination of the test.

The 50–70 mgt grind cycle in the IS cur ve was implemented after consideration of a grinding study done on Canadian Pacific lines in “100 percent effective gauge-f ace lubr icated” ter r itor ies. 2 In that study, the proposed solution was a preventive rail grinding program to remove 0.016 inch of metal from the gauge corner at the 45-degree location with a maximum grind angle of 60 degrees. However, FAST has a different operating environment than CP lines and a rail grinder with more limited capabilities (the maximum grind angle for the grinder used at FAST is 45 degrees). The first three grind cycles in the current IS rail test zone resulted in 0.008 inch of metal removal at 45 degrees and the last two grinds removed 0.012 inch of metal at 45 degrees.

Rail shelling

Shelling in the high rail began at approximately 280 mgt. The first shell occurred in the Type 1 rail. This was the rail type to first develop shelling in the 2010–2012 IS rail test. 3 In this previous rail test, 18 total shell Railway Track & Structures

April 2015 13

TTCI R&D

Figure 2,top left: Two sample t-test rail wear comparison between tested rail types and ERMS-SS rail at 348 mgt. Orange color indicates less wear than ERM-SS rail.

Figure 3, right: RCF markings on top of high rail at 300 mgt of accumulated tonnage in the IS rail curve. Top image shows rail before grinding and bottom image indicates rail after grinding.

Figure 4: IS high rail shelling leading to transverse defect development in Type 1 and TZ rail types. ERMS-SS rail did not develop a transverse defect underneath the shell.

defects developed in all rail types between 340 and 380 mgt. None of those shells resulted in transverse defects. The shell in the current test initiated in approximately the same location in the gauge corner as the previous test, approximately 0.3 inch down from the top of the rail and 0.4 inch in from the gauge face of the rail. As with most shells, there was longitudinal growth (parallel with the r unning surf ace of the rail). In addition, a transverse defect initiated from the shell surf ace, which then g rew per pendicular to the rail running direction (see Figure 4). It was not discovered until a rail break occurred.

Another shell and transverse defect 14 Railway Track & Structures

April 2015

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TTCI R&D

occurred at 310 mgt in the TZ rail type (Figure 4). The mechanism was similar to the shell and transverse defect in the Type 1 rail and it was not discovered until a service failure occurred. Shell defects can mask transverse defects that develop directly below the shell. Since the transverse defects in the Type 1 and TZ rails were directly below the formed shell, ultrasonic inspection did not detect these transverse defects.

A third shell defect was identified at 320 mgt. This shell was found in ERMS-SS rail type (Figure 4) during an ultrasonic inspection; it is not known whether a transverse defect would have developed from this shell had it remained in track, however no evidence of a transverse defect was found under the shell.

Future work

TTCI will continue testing the IS rails in 2015, using visual inspection of the high rail twice a week and ultrasonic rail-flaw inspection every two weeks during train operations. The track gauge data and rail profiles

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will be analyzed to determine how the wheel-rail contact might be affecting shell development and gauge face lubrication in the test curve will be reduced to increase the wear of the high rail. Whether the grinding will reduce the total number of shells that develop should be known by mid-2015.

References 1. AREMA Manual for Railway Engineering, Volume 1, Chapter 4. American Railway Engineering and Maintenance-of-Way Association, 2013.

2. Sroba, P., et al. June 2006. “The Evolution of Rail Grinding on Canadian Pacific Railway to Address Deep Seated Shells in 100 Percent Effective Lubrication Territories.” In World Congress on Railway Research, Montreal, QB, Canada.

3. Szablewski D., LoPresti, J. May 2014. “Inter mediate Strength Rail Testing at FAST: Wear, RCF and Deep-Seated Shelling Analysis.” Technology Digest, TD-14-010, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

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Loram’s Raptor Rail Train on Union Pacific in Reniek, Mo.

by Jennifer Nunez, assistant editor

proper handling for moving materials Multi-purpose and safe equipment is what the railroads want.

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ail, crossties and other materials are heavy, bulky and not easily moved from one place to another, whether crews are installing or removing. Suppliers offer trusted and safe equipment to get the job done within tight work windows.

Brandt

Brandt Rail Services says customers are seeing the benefits of concrete ties, however, the company notes installing concrete ties is a more time consuming process requiring specific technologies.

Brandt recently developed a system to handle concrete ties. The company says concrete ties are shipped to customer locations by various means; once at the customer site, the concrete ties are generally loaded on to a distribution platform.

“We were challenged by a client to eliminate the need to double handle the tie before it is placed at the installation location,” the company noted. “The customers have been satisfied that we have eliminated this challenge and were able to capitalize on the Brandt OTM Tracker system’s 16 Railway Track & Structures

April 2015

productivity and efficiencies.

“With work windows becoming tighter and production equipment not easily available, efficiency becomes paramount,” Brandt explained. “With the industry proven OTM Tracker system, Brandt Rail Services has developed a distribution platform capable of meeting these demands.”

Dymax

Dymax Rail recently launched a few products, one of which is the Dymax Rail Trailer line, which includes improved braking performance and the all new solar-powered battery backup lighting. The red and white LED lighting system features automatic direction sensing. This product is designed for working behind hi-rail grapple trucks or other road rail vehicles, such as excavators and swing loaders.

“The overall sense of the market is good,” explained Kevin Klenklen, director of rail products. “We’re seeing continued growth outside North America, as well as a steady rise of traffic from the U.S. and Canadian Markets. Southeast Asia has been particularly good for Dymax.” www.rtands.com

material handling Klenklen notes that Dymax is always improving safety of its facilities and products. Dymax Rail products feature builtin load check valves that ensure positive grip of the material; the Dymax Rail Handler and Tie Handling tools all feature positive lock in case of hydraulic pressure loss on the machine and the new Dymax Rail solar-powered LED red/white light kit for trailers features automatic direction sensing without having to be wired to the truck.

Geismar – MTM

Geismar-MTM recently released its Storm Cab 3. The company worked closely with CN to integrate winter snow clearing functions into a material handling and distribution road/rail truck design that becomes a four-season workhorse for its track department.

“By combining winter and summer applications, customers will see a marked savings over seasonal use capital equipment by reducing the need for winter specific equipment within their fleet,” explained Michael Byrne, general manager Track Machinery, LTD. “The key to Geismar Storm cost savings is integration of power sources to operate four-season requirements, knowledge we carried from our experience with our Geismar 360 Loader, which is used for material handling, as well as snow removal with a cold air blower.”

Byrne says the focus was to make the Geismar Storm as versatile as possible. Switch clearing in winter using Geismar’s

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Cab 3 cold air blower system mounted to a log loader boom allows snow clearing of a turnout over front or either side on-rail or off-rail. The blower produces 14,000cfm at nozzle exit speed of 300 mph that can be varied in force while the operator moves unit on track. A standard yard turnout can be cleared including point, stock rails and switch stand in three to five minutes.

“When winter is over, it never seemed to end this year, a six-hour conversion turns the Geismar Storm into a Grapple truck with 21 feet of payload deck, a log loader with a 25-foot reach and 140,000-foot/pound capacity,” Byrne noted. “In summer, the rear-mount position of loader allows towing of trailers to distribute and pick-up rail or ties using our combination rail/tie grapple or OTM with 28-inch magnet.”

He explains that from the beginning of development of the Storm Cab 3, safety has been the biggest priority. It was designed with unhindered visibility on the road as the blower stows on deck when travelling. Simplicity of operation is another characteristic, including one remote control for all functions on track including work speed travel. And finally, operator comfort was important. The Storm Cab 3 can be operated from the driver or passenger seat, depending on track being cleared. All work areas can be seen from the comfort of truck cab. The extended cab provides added comfort and storage room.

“In summer mode, the unit can be operated from seat

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material handling

Brandt Rail Services’ OTM Tracker distributing concrete ties.

on loader or from ground at a safe distance,” Byrne said. “A grapple designed and engineering certified to pinch or clasp a rail without slip or marking rail is just one of many details considered by our design team and incorporated into the final build.”

GREX

Georgetown Rail Equipment Company (GREX) recently launched several new services focused on enhancing efficiency and safety of both tie and ballast handling. The first of these is its new tie set out solution, which became available at the start of the year. It utilizes the Aurora® tie inspection system’s tieby-tie differential GPS and milepost location information to optimize the tie set out process, which is then performed by its Self-Powered Slot Machine ® (SPS) independent work platform.

Through a par tnership with mobile app developer Enola Labs, GREX developed real-time tie set out optimization algorithms that utilize GPS and encoder data. A dedicated app with the algorithms is installed on Androidbased tablets located in the SPS’s excavator. The commonality of the GPS and wheel encoder used by Aurora and the SPS train is said to ensure reliable location information for ties to be set 18 Railway Track & Structures

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out precisely where the company’s Aurora system identified defective ties.

The GREX Tie Maintenance Optimizer (TMO) App uses the location of defective ties gathered by Aurora and applies variables, such as tie gang direction, consideration for special trackwork, locations of bridges/crossings and max bundle size to place ties on the ground. The tablet mounted inside the excavator keeps the operator informed in real-time of overall progress and the exact number of ties to drop off. The TMO App automatically updates and recalculates the unloading plan as ties are set out and the SPS moves down the track. It is designed to reduce handling and reduce operating costs for tie gangs.

“This tie set out solution is a log ical extension of Aurora’s inspection capabilities,” the company noted. “Scanning more than 35,000 miles of track per year, Aurora can account for the location of every tie along the way. That allows the tie set out solution to distribute replacement ties exactly where they are needed most, which equates directly to dollars and time saved.”

For the past 20 years, the GREX DumpTrain® fleet has been used in the railroad maintenance community and GREX says new enhancements have

made it even more versatile. DumpTrain continues to be used in offloading material for switches, road crossings, construction and bridge projects.

“Its ability to dump directly on the track in front of its nose provides railroads with a tool that can fill in a washout faster than any other rail-bound or truck solution,” t h e c o m p a ny s a i d . “ G R E X h a s made improvements to the original DumpTrain design by equipping each hopper with its own self-contained belt. This allows the train to unload in curves by simply transitioning material from one car to the next.”

The prototype for this solution has been extensively tested on a Class 1 railroad and will soon be available for deployment on a broad scale.

Herzog

“Material-handling machine may be the best way to define the Herzog Railroad Services Inc. (HRSI) Multi-Purpose Machine (M.P.M.),” explained Tim Francis, vice president of marketing.

“When the M.P.M. first went into service, it was equipped with grapples, buckets and a magnet but has since morphed into so much more. Our customers have helped us develop new ways to utilize the M.P.M. and as a www.rtands.com

material handling result, we have added numerous attachments to our offering, which now also includes a brush cutter, tree shear, auger and, most recently, a rail shear.”

The company says the M.P.M’s speed, efficiency, versatility and capacity make it an extremely desirable machine for handling many materials and performing various tasks. The M.P.M. is designed for moving dirt, distributing and picking up O.T.M. and ties, drilling for PTC asset installation, crossing and bridge deck removal, snow removal, rip rap distribution and more.

Francis notes that several railroads are changing how they process their scrap rail. In the past, he says, the scrap rail was always picked up with a rail train, transported to a facility where the rail would be tested and the scrap section would be cropped out. The rail was then re-welded to cascade for reuse on another project. If worn significantly, the entire rail would be scrapped.

“The costs of train crews, locomotives and valuable track and time, as well as an abundance of legacy rail and the high value of scrap have led the railroads to look into alternative methods of scrap rail pick up,” said Francis.

In 2014, Herzog began helping a Class 1 railroad remove their legacy scrap rail. By utilizing Herzog’s new rail shear attachment, the team began to shear, pick up and remove scrap rail from their mainline. Francis notes that the M.P.M. has once again outperformed expectations

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material handling and under ideal conditions, is able to make approximately 60 cuts per hour in 40-foot lengths.

Loram

Loram Maintenance of Way, Inc., says its Raptor Rail Handling System sets a high standard for the rail handling industry in terms of speed, performance and reliability, as well as in safety.

“Over the past few years rail traffic has been at record breaking levels,” explained John Simmons, marketing specialist. “As a result, railroads continue to need enhancements, which will result in increased performance and productivity in the shortened window for maintenance. Obviously, the ultimate goal is to complete more work during a season and hopefully, reduce unit costs in the process.”

Loram points to new technologies, which allow customers to do a better job of assessing needs and planning the associated work plans. Simmons says these technologies are helping focus the efforts on the areas that will generate the greatest payback.

“In addition to the new technologies, railroads are coordinating equipment with work gangs and areas with major track outages,” noted Simmons “Utilizing these work blocks allows Loram longer periods of uninterrupted work time, which translates into more effective utilization of the maintenance time provided.”

Loram says its Raptor Rail Handling System out performs traditional rail handling systems with double the production and reduced staffing requirements.

“Raptor’s rail handling system retains

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total control of the rail while loading and reloading,” explained Simmons.

“This significantly reduces the need for human interaction and leads to an outstanding safety record.”

Increased rail traffic is responsible for the greater need for maintenance, however, this also means shor ter work windows.

Simmons notes that this is the reason the railroads are looking for equipment with increased performance and productivity.

“Loram is constantly looking for creative ways to make our equipment more productive, while maintaining or lowering unit cost and providing for the work to be done safely,” he said.

“Efficient increases in productivity are vitally important, but not at the expense of safety. Although there is a large amount of work to be done, getting it done safely is of greatest importance. When in doubt…take the safe course of action.”

John Harnetty, Loram’s manager of organizational development and training is collaborating with the Loram Safety and Fleet Operations departments on a safety training initiative called STAR (Stop – Think – Act – Review).

The goal of the program is to have everybody get in the habit to stop and think about their surroundings and the task before they do it. Think about the existing and potential hazards they will and could encounter as they perform the task. Think about the precautions they need to take to ensure the task is accomplished safely.

“It’s no different than the habit of always watching for movement at any time, in any direction, on any

track,” said Simmons “After they have completed the task, review and assess it for possible safer ways of doing it again in the future.”

Omaha Track

Omaha Track has made a number of improvements to its creep drive systems that the company developed last year.

They are equipped with electronic controls for better performance and protection and a wireless control option has been added, which allows the operator to drive the truck anywhere on the track or on the ground.

“Windows are tight and demand is immediate,” explained Mike Muhsman, general manager of Omaha Track. “Our customers have asked for more work lighting on our equipment. More crews are working into the evening during less busy track times.

He also notes that customers are looking for faster machines with ergonomic controls.

“We continue to review our product and discuss safety with our customers and equipment users,” said Andy Wiskerchen, sales manager. “We are providing more safety training on our equipment and have improved our warning labeling.”

Railquip

Railquip, Inc., says its battery-powered line of railcar movers is setting a new trend in bulk material handling.

“Compact, powerful machines that are non-polluting, quiet, easy to operate and completely safe are becoming very popular in this market sector,” explained Paul Wojcik, director of sales.

“Operators are using this equipment for

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material handling

Herzog Railroad Services, Inc.’s., Multi-Purpose Machine.

staging for loading/unloading of both tankers and hoppers of petrochemicals, chemicals, minerals, feed stocks and other bulk raw materials.

With the current increases seen in bulk transportation by rail, Wojcik says the industry is growing and operational efficiencies are gaining increasing importance. Because of their extreme versatility, being able to turn on their own axis and only requiring a small stretch of embedded track for on/ off tracking, these units are ideal for operations where trackage is tight and space is a premium, he notes.

“Typically operated by a remote control device, the operators can be at a safe distance, away from couplings, brake lines and the moving vehicles,” he said.

Railquip’s Battery Powered Railcar Movers B-MAXI L and XL can also be equipped with a variety of optional equipment to fit other local needs.

Loading cranes, scissor lift buckets and platforms can be added, as well as driver seats, driver cabins and air assist braking, to name a few. With added options, the car mover can be transformed into a multi-purpose vehicle for trackside maintenance or overhead work. It does not have to be on the rails for these alternate uses.

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material handling “With moving capacities up to 770 tons, these car movers compete with much larger, troublesome to maintain, costly, noisy and pollutionemitting locomotive-type car moving equipment,” explained Wojcik.

RCE

Rail Construction Equipment Co. (RCE) now offers the 250G Railavator High Rail Excavator with the rail handling package. This provides the customer with a heavy lifting excavator capable of working on and off track.

RCE says the 250G can accomplish heavy lifting tasks, such as rail change out and panel work. When outfitted with the optional magnet package, this machine is capable of OTM scrap reclaiming and track clean up.

“Machine versatility still is the most predominant request we are s e e i n g f o r o u r c ustomer b ase,” explained Dennis Hanke, sales manager at RCE. “The more they can accomplish with one machine the easier it is to work into the company’s overall equipment fleet profile.”

Hanke says safety is a high priority, as always.

“Along with John Deere’s ongoing machine improvements, RCE offers the latest in safety features available on construction based machines,” he n ote d. “R CE off er s training prog rams and can custom tailor sessions for our customers.”

ultimately deliver a safer and more reliable unit in the field. The company says customers are looking for increased lifting capacities with enhanced safety and notes it works closely with manufactures to help deliver those features to the market.

“V&H is continuing to evaluate the market for improved material to deliver the best possible product to our cus-

tomers,” V&H explained. “We have our training facility in Marshfield, Wis., which has operational classes for our material handlers and rotary dump products. Additionally, at the customer’s request, we can conduct on site operational orientation and safety classes.”

Vaia Car

Cal Coy, consultant for Vaia Car,

V&H Inc., Trucks

V&H Inc., Trucks, says it has spent years refining its new remote drive system called the “Driving Force,” a completely redesigned remote drive system. The “Driving Force” is a hydrostatic system, which alleviates the old air shift/electric method. The company says it has seen increased reliability and significant reductions in down time in its units.

“The current market has created high demand for material handlers,” explained V&H. “Continued shortened work windows and an increase in production requirements will only increase the need in the future.

Customer budgets will always be tight and it is our hope to help them meet those in the future.”

V&H says safety is always first.

The company is always looking to improve operational efficiencies, which www.rtands.com

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material handling

Geismar MTM’s Storm Cab 3 removing snow from the tracks.

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says that continuous improvements are always being made to the Vaia Car product line to insure safety and to increase productivity.

“For example,” he said, “excavators are already efficient at handling rail, removing and installing ties, distributing and tamping ballast and moving other track materials. New enhancements include a brush cutter attachment with a 36-foot reach from the centerline of track.”

The RT5 trailer is the latest innovation from Vaia Car to handle materials both on and off track. With hydraulically controlled road wheels, the RT5 can be loaded up to four tons off rail, moved on track and, if desired, can take on an additional 10 tons. For safety, the unit has pneumatic brakes operated from the towing unit.

“Customer budgets are about the same as projected with some up ticks in some areas,” noted Coy. “Adequate work windows are always a problem, however, some customers optimize work windows by combining forces to get the most productivity in the time available.”

RCE’s 250G Railavator High Rail Excavator treading and handling rail.

Railquip’s Battery Powered Railcar Mover B-MAXI.

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does missing ballast result in development of track geometry defects?

by Dr. Allan M. Zarembski, P.E., Hon. Mbr. AREMA, FASME, research professor and director of Railroad Engineering Program, University of Delaware; Gregory T. Grissom, P.E., vice president engineering, Georgetown Rail Equipment Company; Todd L. Euston, P.E., director inspection technologies, Georgetown Rail Equipment Company and John J. Cronin, graduate student, University of Delaware

The correlation between missing ballast and the development of geometry defects is explored.

T

Figure 1, top: Percentage of segments with defects versus missing ballast for all defects.

Figure 2: Relationship between segments with ballast defects and missing ballast.

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he presence of a full ballast section, to include full shoulders and cribs, has long been an important part of railroad maintenance.

Past research has shown a relationship between inadequate ballast and lateral track resistance, to include resistance to track buckling and lateral track movement. Likewise, inadequate lateral resistance has been shown to result in the development of track geometry defects, such as alignment defects. Research on the relationship between shoulder size and lateral resistance has also shown the importance of the ballast lateral resistance. However, no formal relationship has been developed between missing volume of ballast and development of track geometry defects.

The recent introduction of ballast profile measurement technology, such as Laser Imaging Detection And Ranging (LIDAR) technology 1, allows for the measurement of the ballast profile at discrete intervals along the track. By overlaying digitized LIDAR data onto an idealized track structure representing the top of tie, the shoulders and the shoulder slope, it is possible to calculate the missing volume area in the ballast shoulders and cribs. This missing ballast can then be compared to the occurrence of track geometry defects as identified by a track geometry inspection car for the same track locations. In this study, the ballast deficiency data was www.rtands.com

M/W Challenges obtained from Georgetown Rail Equipment Company’s (GREX) BallastSaver system and the track geometry defects were received from the Class 1 railroad owner of the inspected tracks.

The data for the volume of missing ballast consisted of information regarding the location, volume of missing ballast, if it was on a curve or tangent, length of the segment and date of collection. The ballast data consisted of 187,025 segments, each approximately 50 feet in length, for a total length of approximately 1,798 miles of track2. The 50-foot segment length was selected after analysis of alternative segment lengths, based on the accuracy of location measurements so as to allow for best matching of geometry defect locations with ballast sections.

The track geometry defect information consisted of the defect type, location, defect amplitude, defect length, date defect was identified, etc. A total of 5,440 geometry defects were reported (by the railroad) within that stretch of track, distributed over 2,278 segments,

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with many segments having multiple reported geometry defects.

In order to avoid issues of multiple geometry defects within a given segment, the analysis focused on the percentage of segments containing geometry defects (“defective segments”) within a larger overall population of segments. Thus, the final results looked at the number of segments with geometry defects, irrespective of how many individual defects were within that segment, i.e., the percentage of segments with geometry defects as a function of total inspected segments (“percentage of segments with defects”).

Once the initial matching was completed, a determination of the appropriate grouping size (based on cubic yards of missing ballast) was performed. Three higher-level groupings were examined; a 10-cubic-foot grouping, a 25-cubic-foot grouping and a 50-cubic-foot grouping.

The 50-cubic-foot grouping provided the smoothest behavior and as such, was selected for use in the analysis.

Figure 1 presents the 50-cubic-foot

grouping information as a bar chart.

(Note, all the segments with volumes greater than 200 cubic feet were consolidated into a single “>200” category because of the relatively small number of segments in these categories).

It should be noted that the majority of the missing ballast occurs in the shoulders with the balance in the cribs.

Analysis results

Figure 1 shows the total percentage of segments with defects for all defects.

As can be seen from this figure, there is a well-defined trend of increasing percentage of segments with defects (i.e. increased number of segments where defects are present) as a function of increasing volume of missing ballast. As expected, this relationship between increasing segments with defects and increased volume of missing ballast result is primarily the result of the ballast-related defects, which account for a majority of the defects present in the data. This data shows that the rate of development of ballast-

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M/W Challenges Figure 3, top: Effect of missing ballast on curve versus tangent track.

Figure 4: Effect of missing crib ballast.

for missing crib ballast effectively was significantly less, with a maximum of 100 cubic feet of missing crib ballast (as opposed to more than 200 cubic feet for missing shoulder ballast). Thus, in order to plot the rates when looking at the volume of missing crib ballast, a grouping of 25 cubic feet was used as higher groupings prevented detailed analysis of the results. The behavior of the shoulder ballast analysis is basically the same as that shown in Figures 1 through 3, with an increasing percentage of segments with defects on curves and an apparent threshold effect on tangents. The analysis of the crib ballast effect, shown in Figure 4, also shows a potential threshold-type behavior, for all track, with a spike in the percentage of segments with defects in the 75- to 100-cubic-foot range4.

Conclusions

related defects is positively correlated to the volume of missing ballast and that this relationship increases nonlinearly as shown in Figure 2. Note, the extremely good curve fit, as represented by the very high R 2 value (99 percent). Thus, this data strongly supports the idea that missing ballast section (specifically shoulder and crib ballast) will directly contribute to the development of ballast-related track geometry defects.

As a follow up analysis, the defect data was further separated by curve versus tangent track. These results are presented in Figure 3, which presents the rate of ballast-related defect occurrence (by segment) as a function of increased volume of missing ballast separately for curve and tangent track. As already noted, the segment defect rate on a curve follows a steady trend upward with increasing volumes of missing ballast. However, the rate of defects 30 Railway Track & Structures

April 2015

on a tangent follow a shallower curve, until a high volume of missing ballast is reached, which causes the rate to jump up to the same level as curve-based defects. This appears to suggest a threshold effect of tangent track, such that a small amount of missing ballast has only a modest effect on defect occurrence on tangents, but larger volumes of missing ballast can have a significant effect. This is similar to the behavior of missing ballast and track buckling for tangent track where a small amount of missing shoulder ballast has a minimal effect on lateral resistance, but a large amount of missing shoulder ballast can have a significant effect3.

An additional set of analyses was performed looking at the difference between missing shoulder and crib ballast. A key aspect of this analysis is that the range of missing shoulder ballast was similar to the range of total missing ballast, while the range of volumes

The results of the study show that increasing volumes of missing ballast results in increases in the occurrence of track geometry defects and, in particular, the ballast-related track geometry defects, in those segments that have the missing ballast. This is consistent with basic industry practices and guidelines, which show a relationship between missing shoulder and/or crib ballast and reduced track strength. The results provide a quantifiable relationship, in form of a quadratic equation, between missing ballast and the rate of development of segments with geometry defects (defective segments). Examination of specific classes of geometry defects show a clear and well defined relationship between segments having ballast-related track geometry defects and missing ballast, which supports the previously held belief that these defects are related to the missing ballast.

4. The number of data points for this crib ballast analysis was very limited and as such needs to be used with caution until verified with a larger data set.

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M/W Challenges This relationship fur ther more extends to analysis of curve versus tangent track, where cur ve track exhibits the same quadratic-type of relationship, while tangent track appears to have more of a threshold effect, where a small volume of missing ballast has a relatively mild effect, but a large volume of missing ballast has a significant effect on the rate of development of geometr y defects.

This curve versus tangent relationship is also evident based on the type of individual geometry defects. Analysis of missing shoulder ballast versus crib ballast provided further insight into the relationship between missing ballast and the occurrence of track geometry defects. Missing shoulder ballast exhibits behavior similar to the more general total missing ballast categories, while the missing crib ballast has a modest tangent track effect, but no well-defined cur ve track effect. This suggests that the lateral resistance of the shoulders is the dominant effect on curves, but on

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Analysis consisted of overlaying digitized LIDAR data from GREX’s BallastSaver and Class 1 track geometry data.

tangents, crib lateral resistance takes on increased importance.

References 1. Zarembski, A., Gr issom, G., and Euston, T. “Use of Ballast Inspection Technology for the Prioritization, Planning and Management of Ballast Delivery and Placement.” American Railway Engineering Association Annual Conference,

Indianapolis, Ind. September 2013.

2. Cronin, J. “On The Development Of Weighting Factors For Ballast Ranking Prioritization & Development Of The Relationship And Rate Of Defective Segments Based On Volume Of Missing Ballast.” University of Delaware. Newark, Del. 2014.

3. Kerr, A. Fundamentals of Railway Track Engineering. Simmons-Boardman Books.

Omaha, Neb. 2003.

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Jason Watkins/Kiewit Infrastructure West Co.

robust design behind the

tanana river bridge

Alaska’s longest bridge is designed to withstand floods, large debris, ice jams, road and rail traffic and just about anything else the wilderness can throw at it.

by Mat Fletcher, P.E., S.E., vice president, Hanson Professional Services Inc., and Mischa Wanek-Libman, editor

U

ndiscovered territory is no longer a label that can be applied to Alaska, undeveloped, however, is still an apt description for portions of the state, which makes grand infrastructure feats all the more impressive, as well as all the more important to the communities in which they serve.

Alaska Railroad Cor poration’s (ARRC) Tanana River Bridge is one example of this. The 3,300-foot bridge was built near Salcha and currently serves as a permanent replacement for a seasonal ice bridge, allowing military personnel year-round access to the Joint Pacific Alaska Range Complex, a million-acre training site.

While the bridge sits about 13 miles from the nearest tracks, it is still a key component in ARRC’s Northern Rail Extension. The bridge is the first phase in extending the existing railway 80 miles from the Eielson Branch at North Pole to a point near Delta Junction. According to ARRC, the line will ultimately provide improved transportation options for the U.S. 32 Railway Track & Structures

April 2015

military, local transportation options and freight movement. The bridge will serve as the primary access point for equipment, materials and construction personnel for nearly 75 percent of the extension project, which will traverse 60 miles of undeveloped land that has no supporting infrastructure for construction activities.

ARRC utilized the construction manager/general contractor (CM/GC) method to deliver Alaska’s longest bridge. The CM/GC team consisted of Hanson Professional Services, Inc., which served as the prime engineering consultant for design of the bridge, and Kiewit Infrastructure West Co., which served as the general contractor. The project also utilized HDR Alaska Inc. for permitting, hydrology, land acquisition and construction management and Shannon & Wilson Inc. for geotechnical engineering, foundation construction recommendations and pile-driving observation.

“The [CM/GC] method is beneficial for projects like the Tanana River

Bridge because it improves constructability and economy with contractor input early in the design process,” said Mat Fletcher, vice president at Hanson. “The contractor and engineer can work together on some design options that allow for concept level pricing by the contractor to identify the best solution. Similarly, it is also helpful to the owner to identify true project costs for non-standard items, such as project access. This was especially true for the Tanana River Bridge.”

The bridge team faced a series of challenges out of the starting gate including a construction locale, which many outside of Alaska would consider remote, that had the potential for harsh environmental conditions; a large, glacier-fed, braided river that could change course from season to season; a potentially unstable river bed because of/caused by debris, ice jams and glacial melt and a bridge that needed to be designed for multiple modes of traffic.

“For me, I think the interesting aspects included the scale of the bridge www.rtands.com

The Tanana River bridge Left: Tempuratures can drop down to negative 60 degrees, but the construction site’s night show is unrivaled.

Right: One of the 40 two-girder sets that were placed for the 3,300-foot long bridge.

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Matt Willey/Hanson Professional Services

combined with the logistics of building a project in this part of the world. The primary structural components were relatively straightforward, but the size of the elements and the total bridge length was of a larger scale that most typical bridges. The logistics effort included: building access into the river two times, shipping girders from China and bringing in all the materials necessary to complete the project,� said Fletcher.

Before the design process could progress, finding the ideal spot to construct the bridge was one of the first priorities. ARRC and HDR referenced aerial photographs going back to the 1930s and found a location with a single braid-plain that had remained rela-

tively stable during an 80-year period in which to build the bridge. However, that area experienced a 75-year flood

event during the design process that eroded the right bank 400 feet back from where the bridge abutment was

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The Tanana River bridge to be placed. The erosion required the design team to shift the skew of the bridge in order to place the abutment on remaining shoreline without significantly lengthening the bridge.

Once the location had been confirmed, the focus shifted to designing the bridge to accommodate both rail and road traffic. Initially, the design

called for the bridge deck to consist of steel beams supporting direct fixation rails and steel grating for the roadway surface. However, late in the design process, the deck design was amended for road vehicles only as a cost containment strategy because rail use of the bridge is still years away. The current steel deck is designed to be bolt-

“The primary structural components were relatively straightforward, but the size of the elements and the total bridge length was of a larger scale than most typical bridges.”

–Mat Fletcher, Hanson Professional Services

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April 2015

ed on the top flanges of the girders and can be removed and replaced with floor beams and the bi-modal-style deck at a future date.

Designing the bridge’s foundation to account for scour provided a unique challenge to the team. Scour using 150-foot spans was expected to be more than 50 feet deep at the piers based on hydraulics modeling, which would result in overlapping scour holes. In addition, geotechnical analysis found that the bridge’s foundation piles would not have the support of bedrock. This conundrum of not knowing how to calculate scour without knowing the size and spacing of the piers, but not knowing how to design the piers without knowing the scour sent the team into what it calls a temporary loop. The team broke the loop by performing two-dimensional and, eventually, three-dimensional hydraulic analyses to reach a conclusion on scour depth.

The team turned to the University of Illinois at Urbana-Champaign’s Ven

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The Tanana River bridge In order to get the girders from the trestle side to the bridge side, a specific swing pattern was required. Kiewit developed, reviewed and practiced the pattern prior to girder installation.

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Kiewit Infrastructure West Co.

Te Chow Hydrosystems Laboratory to construct two flumes using a 1:50 scale model of the piers and 11 tons of crushed walnut shells (determined to best represent the soils within the river) to get to the bottom of the scour question. The 3-D model analyzed various combinations of flow volumes and log jams and while the results showed an agreement between the calculated and measured scour, the analysis helped minimize previous concerns regarding the unsteady nature of the overlapping scour holes.

The bridge’s superstructure consists of 20 spans of 165 feet, using four girders per span to cover the length of the bridge. The team notes that the four-girder solution was not the light-

est, but became the desired solution over a three-girder option to remove the need to design and fabricate the

bridge with fracture critical criteria.

The bridge piers, one of the primary cost drivers, were designed using

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The Tanana River bridge

Hanson Professional Services

The pier stem was designed as a round column with an increased concrete cover on the rebar cage.

a conventional pier type with six-foot diameter piles constructed using a cofferdam approach. The team went with a conventional pier approach, because the bridge required long spans in order to maximize the hydraulic opening and minimize scour. The pier stem was designed as a round column with an increased concrete cover on the rebar cage.

This round column presents river debris and ice fields a similar face, as they could approach the bridge in a chan-

nel braid from any angle. Additional concrete thickness will help protect against potential abrasion.

Once design was complete, construction of the bridge was driven by a single factor: The impact of the seasons on the Tanana River. Temperatures can swing between an occasional 90 degrees in the summer to negative 60 degrees Fahrenheit in the winter. When the temperature dips that low, negative impacts on equipment, materials and manpower curtail work. In the summer, high floodwaters also limited construction activities.

Beginning in 2011, work on the bridge took place July through November with a plan of building the north bank levee upstream to downstream until the first abutment location was reached. Then, a temporary causeway and trestles were constructed across the river to construct the 19 in-river piers. The causeway and trestles had to be removed and reconstructed each season to avoid blocking the river during the annual spring ice breakup. Kiewit’s cofferdam construction plan allowed for up to five piers to be constructed at one time, which helped the project progress.

The bridge’s 80 girders were manufactured in China and shipped to the Port of Valdez before making the final 330-mile trek to the construction site by truck. Girder erection began in late fall 2013 and, by early November, all girders were in their final positions. Ballast pans were placed by Thanksgiving of 2013 and by the 2014 spring breakup, pier construction was complete, allowing for the final removal of the temporary causeway. The rest of the summer of 2014 was spent on bolt-up and final demobilization efforts before the project was declared complete with a ceremony in early August 2014.

As with all large projects, Fletcher points to coordination and planning being the cornerstones of a successful project, as well as the success behind the Tanana River Bridge design and construction.

“Simply because of the logistical challenges of working in the Interior of Alaska, extra attention was paid to those items.

In addition, the local stakeholders including the surrounding community and environmental agencies were brought in to the project early and updated frequently about upcoming activities on site,” said Fletcher. “I think that the Alaska Railroad was instrumental in keeping the public informed in an effort to be a good neighbor. I would say that the design and construction team communicated well, particularly in the planning stage, to push the project forward and work through the inevitable challenges that arose.”

Some information for this article came from the paper “Alaska Railroad Corporation – Planning, Design & Construction of the Tanana River Bridge” presented at the 2014 American Railway Engineering and Maintenance-of-Way Association (AREMA) Annual Conference in Chicago, Ill., Sept. 28-Oct. 1, 2014. The full paper is available in the Proceedings of the 2014 AREMA Annual Conference.

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AREMA NEWS Professional Development Seminar Bridge Inspection and Scour Seminar

Message from the President

Building relationships

May 11-14, 2015 Newark, NJ

Track Alignment Design Seminar June 9-10, 2015 Bellevue, WA

Introduction to Practical Railway Engineering Seminar June 15-17, 2015 Vancouver, BC, Canada

Please visit www.arema.org to register and to find out more information about these seminars or contact Desirée Knight at dknight@arema.org.

Online Seminar Signal considerations in track design

May 5, 2015 Noon EDT (60 minutes one contact hour for PDH) Presented by: B. Coy Horton, manager of signal design training and procedures, Union Pacific. This 60-minute online seminar will discuss the basic knowledge of railway signal systems and reinforce the importance of coordination between signal and track design.

The online seminar is designed to provide track designers more information about signal considerations when developing track and civil design plans.

Please visit www.arema.org to register and to find out more information about this online seminar or contact Mandie Ennis at mennis@arema.org.

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Randy Bowman AREMA President 2014-2015

As I’ve mentioned in the past, relationships are a critical part of our industry.

One of the benefits of being president is the opportunity I have to attend supplier organization functions, strengthen those relationships and represent you, the members of AREMA. I am blessed to have Michelle, my spouse, accompany me on most of these ventures. Last year, I attended the Railway Engineering Maintenance Suppliers Association (REMSA) President’s Meeting and I was invited to the Railway Tie Association conference, where I gave an update on our association. In January, I attended the National Railroad Construction and Maintenance Association, Inc. (NRC) conference in Hollywood, Fla., representing our organization. In March, I was able to attend Railway Age’s Railroader of the Year Dinner in Chicago, Ill. These were all great events and excellent opportunities to build new relationships and strengthen existing ones with people who are critical to the success of the railroad industry.

I would like to thank all of the organizations for the warm hospitality extended to Michelle and me. We have enjoyed the fellowship and getting to know so many more people in the railroad industry. I continue to learn a great deal at each of the functions I attend. I look forward to meeting with more of AREMA’s partners in the future. It’s those partnerships that are important elements in all of our successes.

We are looking forward to the joining all of these organizations at Railway Interchange 2015, October 4 through October 7 in Minneapolis, Minn.

This will again be sponsored by AREMA, the Coordinated Mechanical Association (CMA), the Railway Supply Institute (RSI), REMSA and Railway System Suppliers, Inc. (RSSI). There will be indoor and outdoor exhibitions organized by RSI, REMSA and RSSI. It will be a great opportunity to catch up on the latest innovations, new products and services available in our industry today. Along with the exhibits, you can attend technical presentations

by CMA and/or attend the AREMA Annual Technical Conference.

The AREMA Functional Groups, under the coordination of AREMA Senior Vice President Brian Lindamood, have reviewed the abstracts that have been received and put together another excellent technical program for our conference. I would like to personally thank everyone who submitted an abstract for consideration. The presentations selected will provide us with the opportunity to learn about new developments in our industry and hear about important projects recently completed or currently underway.

We made a site visit to Minneapolis with some of the AREMA staff at the end of February. Michelle and the staff are working hard to finalize what, I am sure, will be an enjoyable spouse program for this conference. I know Michelle is excited. I encourage any of you who bring your spouses to have them register for the program. It is truly a great way to meet and network with other railroad spouses.

It’s important to make your plans now to attend Railway Interchange 2015 if you haven’t already done so. It promises to be a memorable and rewarding experience. I’m sure you will take knowledge back with you that will help you be a better railroader.

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AREMA NEWS

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

2015 Upcoming Committee Meetings April 14

Committee 11 - Commuter & Intercity Rail Systems Toronto, ON, Canada

May 14-15 Committee 8 - Concrete Structures & Foundations

April 14

Committee 17 - High Speed Rail Systems

May 19

Toronto, ON, Canada

Chicago, IL

Committee 9 - Seismic Design for Railway Structures

Kansas City, MO

April 19-20 Committee 34 - Scales

Silver Spring, MD

May 19-20 Committee 15 - Steel Structures

Cleveland, OH

May 11-14 Committee 5 - Track

Portland, OR

June 12-13 Committee 24 - Education & Training

Seattle, WA

May 13-14 Committee 18 - Light Density & Short

Line Railways

FYI…

Indianapolis, IN

June 16

Committee 10 - Structures, Maintenance & Foundations

October 3

Committee 24 - Education & Training

Buffalo, NY Minneapolis, MN

Check your mail for the AREMA 2015 Annual Conference Registration Book. This will include the entire conference program, committee meetings, exhibitor lists, seminars, spouse information, student activities and highlight keynote speakers.

Now available: 2015 Manual for Railway Engineering. Please visit www.arema. org or contact Beth Caruso at 301-4593200, ext. 701, or bcaruso@arema.org to place an order.

Call for entries for the 2015 Dr. William W. Hay Award for Excellence. The selection process for the seventeenth W. W. Hay Award has begun. Entries must be submitted by May 29, 2015. Please visit www.arema.org for more information.

Online dues renewal is available.

To pay online, log into www.arema.org then select “Dues Renewal” from the “Membership” drop-down menu. All members should have received their 2015 dues Renewal Notice in the mail.

Interested in sponsorship for the AREMA 2015 Annual Conference held in conjunction with Railway Interchange 2015? Contact Lindsay Hamilton at 301-4593200, ext. 705, or lhamilton@arema.org.

AREMA’s Official Facebook Page Become a fan of the official AREMA Facebook Page and stay up-to-date on the most recent AREMA information.

The Official AREMA LinkedIn Group Join the official AREMA LinkedIn Group by visiting www.linkedin. com and searching groups for “American Railway Engineering and Maintenance-ofWay Association.”

Register now to take advantage of the discounted rates for the AREMA 2015 Annual Conference in conjunction with Railway Interchange 2015, October 4-7, 2015 in Minneapolis, MN. Visit www.arema.org to register today. For more information on Railway Interchange 2015, please visit www.railwayinterchange.org.

Put your career on the right track with AREMA’s Railway Careers Network. Services are FREE and include confidential resume posting, job search and e-mail notification when jobs match your criteria. Visit www.arema.org/careers today to get started!

Call for Mentors As the years pass, it becomes more vital to introduce and educate the next generation about the railroad industry. To aid in this cause, AREMA has developed a mentoring program to benefit the AREMA student members.

We would like to extend an invitation to industry professionals to influence the next generation. As part of the mentoring program, you will be paired with a mentee that is an AREMA student member. The pairing will try to match student members with someone with experience in the areas of the railroad industry they are interested in. Please visit the AREMA website under Education & Training to become a mentor today.

Not an AREMA Member? Join today at www.arema.org 38 Railway Track & Structures

April 2015

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Getting to know Matthew Porto Each month, AREMA features one of our committee chairs. We are pleased to announce that the April featured chair is Matthew Porto, chair of Team 40 - Engineering Safety Steering.

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

Porto: I have always been intrigued by trains. I have fond memories being a young child visiting the Pennsylvania Railroad Museum and riding on the Strasburg Railroad. My childhood home was along the Wilmington & Western Railroad tracks and I was always eager to watch the train go by filled with passengers waving as they passed. As a teenager, I enjoyed hearing the stories of the railroad from my friend’s father who worked for Amtrak in the Engineering Bridge & Building Department. He always had great things to say about the railroad and how they would overcome the challenges they faced. Railroading is also in my blood going back to two of my great-grandfathers who worked for Italy’s State Railways (Ferrovie dello Stato).

AREMA: How did you get started?

Porto: After graduating from the University of Delaware, I began a 12-year career in the semiconductor industry. While I enjoyed what I did, it did not satisfy my passion; something was missing. I had a few buddies working for Amtrak at the time and they all encouraged me to entertain a career there. I started out in the Mid-Atlantic Division of Amtrak’s Engineering Department where I spent my first few years entrenched in the field, absorbing as much knowledge as I could (at times it was like taking a sip from a fire hose). In early 2013, I accepted the director of safety position, which I hold today.

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

Porto: I was approached by my manager at that time (Phil Fox, deputy division engineer) about the value AREMA could provide me in my career. Phil is the type of manager who sees the big picture and takes the time to develop managers in preparation to take the reins in the coming years. After joining AREMA, I joined Team 40 because of the importance safety plays in every facet of railroading. We just had a meeting together with Teams 41, 42 and 43, which was a huge success.

There are a couple strong initiatives in the pipeline I am excited about that will strengthen and support all AREMA committees and members.

AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies?

Porto: I have many smaller hobbies, which I enjoy spending time on and many more I have hopes of getting into sometime in the future.

Currently, home improvement projects seem to be my number one hobby. I have a saltwater reef aquarium, which requires frequent maintenance to keep in optimal condition. My undergraduate degree was in astrophysics, so when time and conditions permit, I love teaching my kids about astronomy. I enjoy working on cars, but do not have a project car right now. I have my eyes out for the right third-generation F-Body to begin working on.

AREMA: Tell us about your family.

Porto: My wife, Melissa and I have been married since 2006. We have two children, Ava and Tommy. Both of my kids are active in sports.

Ava has been in ballet for six years and this year she is also doing tap and jazz. She really enjoys playing softball; in fact, her team won the Piedmont 8U Championship last year. I can’t explain the exuberant feeling of watching my daughter succeed out on the field. Tommy loves sports and has yet to find one that he doesn’t like. He started out playing soccer, is in his third year of T-ball and wants to start playing hockey next season. I am amazed by his ability to excel in athletics. www.rtands.com

Matthew Porto Chair, Team 40 - Engineering Safety Steering Director, System Safety Amtrak AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?

Porto: Most people in the railroad industry do not know of my accomplishments in the field of microscopy. I pioneered the use of force spectroscopy using an atomic force microscope (AFM) to study the fundamentals of nano-defect formation within the Chemical Mechanical Planarization process of semiconductor manufacturing. I also developed a method to perform cross section analysis utilizing an AFM by measuring the phase shift of the oscillating cantilever relative to the driving signal. This method eliminates the majority of sample preparation time, while obtaining angstrom level precision measurements comparable to that of a Transmission Electron Microscope.

AREMA: What is your biggest achievement?

Porto: Aside from my family, I am most proud of being in a position to make a difference in the lives of those working in the railroad industry.

When it comes to safety, it is not about the biggest achievement, but instead the numerous achievements which occur each and every day by mitigating risk and working safe. I work with such a talented team in Amtrak’s System Safety Department and I have the best staff anyone could ask for. I am honored to be the chair of AREMA Team 40, Engineering Safety and being a participant on the Fatality Analysis of Maintenance-of-Way Employees and Signalmen Committee.

AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry?

Porto: Know what you love and love what you do. There are so many aspects to railroading. There is an abundance of opportunity in the industry right now, explore different areas before settling into your area of expertise. If you are not afraid to work hard, get your hands dirty and be challenged both mentally and physically, you will strive in this industry.

Railway Track & Structures

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AREMA NEWS

Student chapter highlight University of Alberta Members of the University of Alberta AREMA student chapter in front of the Edmonton Radial Railway Society’s High Level Bridge Streetcar.

By having the AREMA chapter present at the event, we had direct access to the next generation of engineers and could present railway engineering as a potential career path. In 2013, more than 7,000 people visited the University of Alberta Open House.

Do you have any upcoming events?

In the near future, the AREMA student chapter is focusing on acting as a bridge and fostering a connection between leaders in the Canadian railway industry and current undergraduate and graduate students. To accomplish this, we are currently in the process of organizing a railway engineering industry showcase event. The event would entail representatives from different companies inside the railway industry giving presentations to current students on career opportunities open to new graduates, followed by an informal reception. The hope is to attract interested students and connect them with companies actively involved in railway engineering.

When was this AREMA student chapter established?

The University of Alberta AREMA student chapter was founded in 2013.

H ow m a ny m e m b e r s d o e s t h i s s t u d e n t c h a p t e r currently have?

Our AREMA student chapter currently has 12 members.

Who is your chapter president?

The president of the AREMA student chapter is Kirk Scanlan.

Has this student chapter had any recent exciting events occur that you would like to share with the readers of RT&S? Recently, we, in the University of Alberta AREMA student chapter, focused our energies on promoting railway engineering to the general public and as a possible career path to incoming undergraduate students. The annual Engineering Expo afforded members of the chapter the opportunity to talk with members of the general public about the cutting-edge research being done at the University of Alberta in the field of railway engineering. The AREMA booth at the Engineering Expo was so well received by the public, that we were invited to have a booth in the University of Alberta Open House. The University of Alberta Open House is where potential incoming undergraduate students come to learn about opportunities open to them should they choose to attend the University of Alberta.

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DR. WILLIAM W. HAY AWARD FOR EXCELLENCE 2015 CALL FOR ENTRIES

AREMA Publications 2015 Manual for Railway Engineering ©

Now available There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering. The chapters are grouped into four general categories: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. It is available in four-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (downloadable format).

Downloadable Chapters Available Online.

2015 Communications & Signals Manual of Recommended Practices

©

The Communications & Signals Manual is a manual of recommended practices written

by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy.

The Communications & Signals Manual of Recommended Practices is an annual publication.

Downloadable Sections Available Online.

Reflections on a Half Century of Railway Engineering and Some Related Subjects ©

Railway Memoirs by William G. Byers, PE

To order any of the AREMA publications, please visit www.arema.org or contact Beth Caruso at +1.301.459.3200, ext. 701, or bcaruso@arema.org.

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2014 Portfolio of Trackwork Plans ©

The Portfolio of Trackwork Plans consists of plans and specifications that relate to the design, details, materials and workmanship for switches, frogs, turnouts and crossovers, crossings, rails and other special trackwork. This is a companion volume to the Manual for Railway Engineering.

AREMA Bridge Inspection Handbook ©

The AREMA Bridge Inspection Handbook provides a comprehensive source of information and criteria for bridge inspections for engineers engaged in the assessment of railway bridges. This handbook is published as a guide to establishing policies and practices relative to bridge inspection. It covers such topics as confined spaces, site conditions, loads & forces, nomenclature, bridge decks, timber, concrete & steel bridges, movable bridges, tunnel and culvert inspections, and emergency & postearthquake inspections. Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book.

Practical Guide to Railway Engineering ©

This guide provides a comprehensive overview and understanding of the railway system. Whether you are new to the rail industry or a long-time contributor wanting to learn more, this bound book and CD-ROM offer in-depth coverage of railway fundamentals and serve as an excellent reference. (Also available in a CD-ROM version only.)

The selection process for the Seventeenth Dr. William W. Hay Award for Excellence has begun and this year’s chair, Michael W. Franke, a former student of Dr. Hay, has issued a call for entries.

The 2014 Hay Award went to Union Pacific Railroad for their Santa Teresa Terminal project.

The purpose of the award is to honor innovative railway engineering procedures, projects and products and the individual(s) who have created and successfully applied them to the railroad industry.

Criteria for winning the award are: • Innovation • Safety • Service Performance and Reliability Consideration is also given to the project’s objective, stated goals, costs and benefit achievement and the general advancement of the base of railway engineering knowledge.

Deadline for Entries: MAY 29, 2015 Please contact

Stacy Spaulding at sspaulding@arema.org or +1.301.459.3200, ext. 706, or visit www.arema.org for more information.

Railway Track & Structures

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CALENDAR APRIL 28-29. Fundamentals of Traction Power Systems and Overhead Contact Systems RO26. University of Wisconsin-Madison. Hilton Garden Inn Chicago O’Hare Airport. Des Plaines, Ill. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@ epd.engr.wisc.edu. Website: http://epdweb.engr.wisc. edu/Courses/Course.lasso?myCourseChoice=R026.

28-MAY 1. Track Safety Standards Part 213 Classes 1-5 Workshop. Council Bluffs, Iowa. Phone: 800-2889670. E-mail: studentservices@sb-reb.com. Website: www.railwayeducationalbureau.com/trkinspwrkshp.html.

MAY 6-7. Railway Age and Parsons Next-Gen Train Control Conference. Key Bridge Marriott. Arlington, Va. Phone: 212-620-7205. E-mail: conferences@sbpub.com Website: www.railwayage.com/nextgen.

6-8. Introduction to Railroad Engineering and Operations. Pyle Center. Univeristy of WisconsinMadison. Madison, Wis. Contact: Dave Peterson.

Phone: 800-462-0876. E-mail: peterson@epd.engr. wisc.edu. Website: http://epdweb.engr.wisc.edu/ Courses/Course.lasso?myCourseChoice=R183.

27-29. Timber and Steel Railroad Bridges. University of Tennessee Knoxville. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865-974-3889.

Website: http://ctr.utk.edu/ttap/.

JUNE 4. Railroad Day on Capitol Hill. Renaissance Washington. Washington, D.C. Contact: Kathy Cassidy E-mail: kcassidy@aslrra.org. Website: www.aslrra.org.

21-24. APTA Rail Conference. The Grand America Hotel. Salt Lake City, Utah. Contact: Marcus Eng. Phone: 202-496-4874. E-mail: meng@apta.com.

Website: www.apta.com 17-18. Railway Age Rail Insights Conference.

Millennium Knickerbocker Hotel. Chicago, Ill. Phone: 212-620-7205. E-mail: conferences@sbpub.com.

Website: www.railwayage.com/railinsights.

JULY 26-AUGUST 1. Rail and Intermodal Transportation Summer Youth Program. Classroom and field trip experiences in Michigan, Wisconsin and Minnesota.

Contact: David Nelson. Phone: 906-487-1734. E-mail: dannelso@mtu.edu. Website: http://www.rail.mtu.edu/ summer_youth.html.

AUGUST 19-20. 3rd Annual Michigan Rail Conference.

Eberhard Center, Grand Valley State University. Grand Rapids, Mich. Contact: David Nelson. Phone: 906487-1734. E-mail: dannelso@mtu.edu. Website: http:// www.rail.mtu.edu/mi-rail-conf/index.php. www.rtands.com

Railway Track & Structures

April 2015 43

PRODUCTS Connected rail yard

Lat-Lon now offers its Connected Rail Yard, which aggregates data from crew movements, locomotives, rail cars, maintenance-of-way equipment, fixed signals, derails and foul point locations. Connected Rail Yard comes complete with rugged hardware and detailed software. Lat-Lon says and displays data on large monitors on a realistic satellite image with all moving assets.

A separate schematic shows active tracks, foul points and derails delivering safety and efficiency tools to dispatch teams.

Through Mesh technology, sensors installed on fixed objects within the yard pass data along like a bucket brigade creating a network with multiple paths to an access point. The solar-powered access point unit contains a modem, which then uploads the data to secure servers and the train dispatcher screens. A dispatcher’s in-office Tracks screen will reflect a switch or derail in the normal, diverting position or unknown status in the form of a colored icon. Foul points will highlight the track, to illuminate the ramification of the potential or complete blockage. The satellite images screen displays real-time icons reflecting moving assets within the yard from stand-alone Lat-Lon units on rail cars, locomotives, MOW vehicles and fleet vehicles. Crew personnel in the yard are monitored through individual tracking devices carried on the person, equating to a running image on screen. Custom reports can also be displayed to monitor asset alerts, weather or watch a specific asset or location. Phone: (877) 300-6566.

LED light fixture

Larson Electronics released its 30-watt explosion proof LED light fixture. The HAL-24-2L-LED-BMSW-PND fixture is a two-foot-long, two lamp, UL listed Class 1 Division 2 Groups A, B, C and D hazardous LED light.

This fixture is constructed of copper-free aluminum alloy and powder coated. It is T4A temperature rated and comes standard with the company’s high power 15 watt LED lamps. The lamps are protected by a powdercoated aluminum frame and shatter and heat resistant clear acrylic lens secured with six zinc-coated steel draw latches. The lamp reflector is corrosion-resistant, heavy gauge aluminum and coated with a high-gloss reflective finish. Phone: (800) 369-6671.

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Ad Index Company

Phone #

Airtec International Ltd.

AREMA Marketing Department

+44 141 552 5591

Auto Truck Group Balfour Beatty Rail, Inc.

Brandt Road Rail Corporation

Fax#

ClearWay Industries, LLC

e-mail address

+44 141 552 5064

airtec@intl.co.uk

Custom Truck & Equipment Danella Rental Systems, Inc.

301-459-8077

816-412-2131

816-412-2191

888-250-5746

904-378-7298

info@bbri.com

306-791-7533

306-525-1077

nmarcotte@brandt.com

22

marketing@arema.org

5 2

816-241-4888

816-241-3710

bboehm@cte-equipment.com

610-828-2260

512-869-1542 ext.228

512-863-0405

803-822-7551

803-822-7521

Herzog Railroad Services, Inc.

816-233-9002

Hougen Manufacturing, Inc.

866-245-3745 800-356-5952

763-478-6014

Progress Rail Services Corp.

Racine Railroad Products

RAILCET

Rail Construction Equipment Co. Railway Educational Bureau, The

Sealeze-Unit of Jason, Inc.

Stella-Jones Corporation V&H Inc., Trucks

20 8

karen@georgetownrail.com

21

mteeter@harsco.com

29

816-233-7757

tfrancis@hrsi.com

17

800-309-3299

info@trak-star.com

6

763-478-2221

rrdiv@koppers.com

703-913-7859

pbarents@danella.com

608-221-0618

703-913-7858 414-766-2180

North American Rail Products Inc.

31

www.rjcorman.com

Nordco Inc.

lene@clearwayindustries.com

Neel Company, The

19

Harsco Rail

Cover 3

859-885-7804

Georgetown Rail Equipment Co.

Loram Maintenance of Way, Inc.

eschoenfeld@autotruck.com

800-611-7245 610-828-6200

Koppers Railroad Structures, Inc.

24

301-459-3200

845-258-3343

R. J. Corman Railroad Group

Page #

sales@loram.com

414-766-2379

jlewis@neelco.com

Cover 4 23 7

info@nordco.com

35

604-946-7272

888-692-1150

cerhart@narailproducts.com

8

800-476-8769

256-593-1249

info@progressrail.com

34

262-637-9681

262-637-9069

866-724-5238

217-522-6588

866-472-4510

630-355-7173

402-346-4300

402-346-1783

custserv@racinerailroad.com

804-275-1675 ext.235 800-272-8437

412-894-2846

715-486-8800

714-387-0657

33

grif1020@yahoo.com

15

dennishanke@rcequip.com

25

bbrundige@sb-reb.com

43, 44

smaclaughlin@sealeze.com

36

kdulski@stella-jones.com

Cover 2

a.thoreson@vhtruck.com

24

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 RT&S assumes no responsibility for the correctness.

Advertising Sales general sales OFFICE Jonathan Chalon Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 620-7224 New York, NY 10014 jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, PA, RI, SC, VT, VA, WV, Canada Quebec and East, Ontario Mark Connolly (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 mconnolly@sbpub.com AL, AR, IN, KY, LA, MI, MS, OH, OK, TN, TX Emily Guill (312) 683-5021 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 eguill@sbpub.com

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AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada -足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

Louise Cooper International Sales Manager Suite K5 &K6 The Priory +44-1444-416917 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom lc@railjournal.co.uk

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

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

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

Suite N2, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK

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

Railway Track & Structures

April 2015 45

Professional Directory

NEW & USED EQUIPMENT

Available for Lease 3600 cu ft Open Top Hopper Cars 100 ton Automated/Manual Ballast Cars 4480 cu ft Aluminum Rotary Open Top Gons Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

Some things never change.

Quality, Service, and Dependability. Since 1910.

Rotary Dump

Grapple Truck

Hauls MarkIV

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

Hirail Service/Maintainers Truck

Custom Build New or Used Chassies.

Also: Hirail Boom Dump Trucks Hirail Mechanics Trucks Hirail Section Trucks Hytracker for moving equipment Hudson Ballast Cars DMF & Harsco parts, service and installation

RAILROAD SERVICES

Est. 1910

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

NEW & USED EQUIPMENT

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!”

46 Railway Track & Structures

April 2015

www.rtands.com

NEW & USED EQUIPMENT

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

E-Mail: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399

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 TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-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 & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments 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 Rail Heaters - Single Sided, Dual Sided, Self-propelled 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

    

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

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

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

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ASPENEQUIPMENT.COM/RAIL www.rtands.com

Railway Track & Structures RT&S2013revAd.indd 1

April 2015 47 2/12/13 2:57 PM

NEW & USED EQUIPMENT PARTS • SALES • SERVICE

We specialize in all types of Hirail Vehicles including Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

Call Rob Wiskerchen at 715-897-2619.

Toll Free: 888-405-0110 e-mail: rob@wisktrucks.com • www.wisktrucks.com

Ph: (913) 764-1315 Kansas City, KS www.colliscw.com

Products and services

REESE WHAT CAN WE DO FOR YOU?

NEW Hi-Rail Ford F-350 Super Duty NEW Hi-Rail Freighliner 108SD Rotary Dump

• 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

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 • NEW Hi-Rail Western Star 4700SB with Rotobec Elite MT26

Purchase - Lease - Parts - Service

fax

(717) 328-9541 • www.kwreese.com

2013, 2014 NRC SAFETY AWARD GOLD MEDAL WINNER

Turning Opportunities into New Business Get up-to-the-minute business intelligence by subscribing to GlobalRailTenders.com

GLOBAL RAIL TENDERS 48 Railway Track & Structures

April 2015

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