june 2015 | www.rtands.com
de ng a i Gr ss ide o u Cr M G ide E& Ins
Grade Crossings:
Where Rail
Meets Road PLUS
Transit M/W: SEPTA Optimal Grinding Practices and also AREMA News p.50
Contents June 2015
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Features
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Industry Today 5 Supplier News 9 People
Optimized rail grinding The science and art behind rail grinding is outlined, as well as advancements in equipment to make this maintenance task more efficient.
Columns Omega Industries
SEPTA
News
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Grade-crossing surfaces A closer look at the various surfaces - concrete, wood, composite and rubber - that make up the chief interface between railroad and the general public.
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SEPTA’s long game SEPTA is undertaking a long-term rebuilding effort to clear maintenance backlogs and make sure its infrastructure stays in good shape for the next generation of riders.
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A Century Group crossing installed by RailWorks for SunRail in Altamonte Springs, Fla. Story on page 20.
On Track Again, we wait and see
RAILWAY TRACK AND STRUCTURES
NRC Chairman’s Column The mid-year outlook, eyes wide open
46 Departments 12 TTCI R&D 50 Arema News 55 Products 56 Calendar 57 Advertisers Index 57 Sales Representatives 58 Classified Advertising 59 Professional Directory FOLLOW US on Twitter LIKE US on Facebook RailWorks Corp.
Special Section
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Grade-Crossing Equipment & Materials Guide
41
Grade-Crossing Surface Data Sheets
16
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Railway Track & Structures
June 2015 1
On Track
RAILWAY TRACK AND STRUCTURES
Vol. 111, No. 6 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. BOTH Print & Digital Versions: 1 year Railroad Employees US/Canada/Mexico $24.00; all others $69.00; foreign $120.00; foreign, air mail $220.00. 2 years Railroad Employees US/Canada/Mexico $45.00; all others $128.00; foreign $209.00; foreign, air mail $409.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2015. 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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Again, we wait and see
W
ith relatively little fanfare, Congress passed and President Obama signed a two-month extension to current surface transportation legislation at the end of May. Giving our elected officials until July 31, 2015, to regroup, realign and revisit the sticky debate surrounding a longer-term solution to transportation funding. This time, those elected officials say, they’re really going to get it done. If you’re muttering, “yeah, right,” under your breath, you’re not alone and congressional history provides plenty of proof to warrant cynicism. This is the umpteenth extension of current transportation legislation in the past 10 years, with the past two being extremely short-term monthslong extensions. Add to that a very real threat as the Highway Trust Fund’s continues its march toward insolvency. So, what’s the hold up? My extremely simplified understanding is this: Team A thinks the solution lies with additional revenues (e.g. raise the gas tax), Team B doesn’t want to raise taxes (especially with 2016 being a big election year) and believes cutting costs is the answer. And then there are those reasonable folks from both teams who believe a combination of the two will be needed. How will this magic potion of more revenues and lower costs be found? Well, they have at least another two months to work on it. The second big and more philosophical issue holding up a potential long-term surface transportation package is the question of what defines transportation? Is it just highway? Where does mass transit fit in? What about freight rail? Shouldn’t transportation be viewed as one system with multimodal components? I mention all this to frame it into the mass transit infrastructure debate. If there is one thing that all size transit agencies have in common, no matter their location, it’s functioning under constrained budgets. Despite those constraints, you have places like Detroit and Honolulu that are building their
first rail and streetcar lines. Seattle, Portland and Denver that are actively expanding their rail lines and finally, places such as Chicago and New York that are concentrating their efforts on long-term rehabilitation efforts of their rail assets. And then there is the example put forth by the Southeastern Pennsylvania Transportation Authority (SEPTA), story begins on page 46. A bit shy of two years ago, Pennsylvania was being pointed to as ground zero for the infrastructure debate and following years of insufficient funding, SEPTA was facing a multi-billion-dollar backlog of infrastructure improvements and forced to develop a 10-year Service Realignment Plan. This realignment plan cut service on nine out of 13 regional rail lines, but reduced SEPTA’s network to a size that could be safely maintained at thencurrent funding levels. What the commonwealth needed was an innovative and aggressive plan to save its infrastructure. What it came up with was Act 89, which restructured the gas tax and increased various fees to help fund a long-term transportation solution, which was approached as one system, not a series of systems comprised of road, rail, bridges, etc. What Act 89 provided SEPTA was dependable funding that will help clear a $5-billion backlog of state-of-good repair projects during the next 20 years. Pennsylvania is not alone in its efforts. Many states are taking steps to fill holes left by the uncertainty of federal transportation policy. Even with these stepped up efforts, it is time to get the federal side of the equation together with a long-term and inclusive federal transportation policy. We are at the tipping point. Now, it’s a matter of which way we fall.
Mischa Wanek-Libman, Editor Railway Track & Structures
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INDUSTRY TODAY Legislation extending current surface transportation funding until July 31, 2015 has been passed by Congress and signed by President Obama. Congress now has two additional months to work on a longer term solution. Regarding the May 19 House of Representatives passage of the extension, American Public Transportation Association President and Chief Executive Officer Michael Melaniphy said, “Congressional leaders note that this extension is intended to provide time to secure funding for a long-term bill. It is crucial that Congress act with urgency to address the nation’s crumbling infrastructure. Congress must get focused and use these two months to develop realistic and viable options for a long-term solution to funding the nation’s transportation system.”
4 Railway Track & Structures
CSX opens new intermodal terminal in Salaberry-de-Valleyfield CSX joined its partners from the government of the province of Québec and the municipal administration of the city of Salaberryde-Valleyfield to inaugurate the railroad’s new intermodal facility. “This project required close coordination between Salaberry-deValleyfield, the Québec Ministry of Transportation and CSX and is a perfect example of public officials and private industry working together to create jobs, improve the region’s economy, reduce greenhouse gas emissions and establish more efficient trade corridors,” said Oscar Munoz, president and chief operating officer, CSX. “We are particularly excited to continue developing the north-south trade corridor connecting Québec to markets like Florida, Atlanta and the Ohio Valley.” The terminal increases access for Montreal regional businesses to the CSX network, which serves nearly two-thirds of American consumers, reaching south into the growing Mid-Atlantic and Southeast population centers. This enhanced connectivity helps Canadian companies take advantage of the increased trade between the two nations, supported by the North American Free Trade Agreement. The 36-hectare terminal includes five kilometers (3.1 miles) of track and uses three modern rubber-tire gantry cranes to transfer containers between trains and trucks. Construction on the US$100-million facility began in the spring of 2013 and the terminal is expected to handle up to 100,000 containers per year. In response to community planning needs, CSX relocated a portion of its mainline in residential areas of Salaberry-de-Valleyfield to a location south of Autoroute 530 alongside the new terminal in the industrial park. “This state-of-the-art terminal is the result of a close working relationship between CSX and our local partners, and we believe it is a positive asset for Québec and the Salaberry-deValleyfield community as we invest to grow together into the future,” said Munoz.
June 2015
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csx
MAP-21 twomonth extension passed
SANDAG opens five miles of new double track along LOSSAN San Diego Association of Governments (SANDAG) opened 5.2 miles of new double track at two locations along the 351-mile Los Angeles-San Diego-San Luis Obispo (LOSSAN) rail corridor. “This is the most double track we’ve ever opened in one weekend,” SANDAG Chair and Santee Councilmember Jack Dale said. “To date, the LOSSAN corridor is 67 percent double tracked, up from 57 percent. Every mile of double track we add helps to improve the movement of people and goods through the corridor and take pressure off the I-5 freeway.” SANDAG is working in collaboration with the North County Transit District and planning to construct approximately $1 billion in improvements along the 60mile San Diego segment of the LOSSAN rail corridor over the next 20 years. The rail enhancements are part of a package of
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Supplier News
transportation, environmental and coastal access improvements within the North Coast Corridor. The San Onofre to Pulgas Double Track Project, Phase 1 adds 4.2 miles of second mainline rail track within Camp Pendleton for $37-million. The project included the replacement of one wooden trestle rail bridge with a new concrete structure, the addition of a universal track crossover and new signaling. The Sorrento Valley double track adds one mile of double track north of the Sorrento Valley COASTER Station and will provide an additional 71 parking spaces when completed for $31.8-million. Portions of the existing track bed were raised placing it above the 50-year flood level. In addition, two wooden trestle bridges, originally built in the 1940s, were replaced with new concrete structures.
Archer Western will provide constructionmanagement and general-contracting services to the Miami to West Palm Beach All Aboard Florida rail corridor. Tutor Perini Corporation’s specialty contracting subsidiary, Five Star Electric, has been awarded two contracts collectively valued at approximately $123 million. Georgetown Rail Equipment Co. broke ground on its new 15,000-squarefoot headquarters in
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June 2015 5
INDUSTRY TODAY Supplier News Georgetown, Texas. Lilee Systems was selected by GE Transportation to design and deploy the interoperable train control messaging communication system for 135 miles of state-owned track in Michigan. Parsons has been selected by the city of Chicago’s Department of Aviation to replace and expand O’Hare International Airport’s Automated Transit System on a designbuild basis. Protran Technology, a Harsco Rail company, has received an order for railway safety technol-
6 Railway Track & Structures
CN’s 2015 capital expenditure plan to target maintenance; new capacity Canadian National plans to invest CA$2.7 billion (US$2.2 billion) in rail infrastructure maintenance and improvements, as well as in new capacity, equipment and technology in 2015 to raise network safety and efficiency, improve service and support future growth. “With the work season now well underway, CN is embarking on a large number of maintenance and construction projects to ensure we continue to run a safe railway and play a continuing role as a true backbone of the economy,” said Claude Mongeau, president and chief executive officer. CN is planning to spend approximately CA$1.4 billion (US$1.2 billion) on track infrastructure. This will include the replacement of rail, ties and other track materials, bridge improvements, as well as various branch-line upgrades. Within its track infrastructure spending, CN is allocating CA$100 million (US$83 million) to upgrade its feeder network. This investment is part of the CA$500-million (US$415 million) program announced ear-
June 2015
lier this year to upgrade branch lines that are experiencing rising volumes of traffic. CN safety investments will include additional fault detection systems, such as wayside inspection system technology, hot wheel detectors, wheel impact load detectors, signaled sidings to detect broken rails and new geometry testing and joint-bar inspection technology. CN will also spend approximately CA$800 million (US$664 million) on growth and productivity initiatives, such as yard improvements, intermodal terminals, transload and distribution centers and information technology. Equipment capital expenditures in 2015 are targeted to reach approximately CA$500 million (US$415 million), allowing the company to tap growth opportunities and improve the quality of the fleet. As part of this initiative, CN expects to take delivery of 90 new high-horsepower locomotives and will invest in new rolling stock and freight car refurbishments.
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INDUSTRY TODAY STB approves acquisition of D&H South Lines; issues FEIS for Utah line The Surface Transportation Board (STB) approved Norfolk Southern’s acquisition of approximately 283 miles of rail line in Pennsylvania and New York from the Delaware & Hudson Railway Company, Inc. (D&H). The lines at issue, known as D&H’s South Lines, consist of approximately 267 miles of the mainline between Sunbury/Kase, Pa., and Schenectady, N.Y., and approximately 15 miles of the running track between Voorheesville Junction and Delanson, N.Y. In reaching its decision, the board found that NS’s acquisition of the South Lines from D&H is not likely to cause a substantial lessening of competition or create a monopoly or restraint of trade. STB issued the approval subject to a number of conditions, including a condition that NS enter into two voluntary commercial agreements with D&H to preserve certain shippers’ access to two carriers (NS and D&H). In other STB news, the board’s Office of Environmental Analysis (OEA) issued a Final Environmental Impact Statement
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(EIS) for the proposed construction and operation of a 43-mile rail line between Levan and Salina, Utah. Approval to construct and operate the line is being sought by the Six County Association of Governments’ (Six Counties), an association of local governments located in central Utah. The rail line would run from a proposed coal transfer facility in Salina to a connection with a Union Pacific mainline near Levan and would allow coal currently being shipped by truck to be transported by rail. The Final EIS sets forth OEA’s final recommendations to the board on an environmentally preferred alternative route and mitigation measures to minimize environmental impacts, based on OEA’s consultation with federal, state and local agencies and input from citizens and organizations in Utah. Issuance of the Final EIS completes the environmental review process, following a 2007 Draft EIS and a 2014 Supplemental Draft EIS. The board now will decide whether to grant final approval for the proposal.
Supplier News ogy from the Southeastern Pennsylvania Transportation Authority. RailComm has been selected to replace a hardwired control system with its DOC® system at a Class 1 intermodal facility in Long Beach, Calif. Smith-Midland Corporation will manufacture and deliver all precast concrete aerial guide-way parapet panels and precast concrete manholes and provide J-J Hooks™ concrete barriers for the Washington Metropolitan Area Transit Authority Silver Line Phase 2 project.
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INDUSTRY TODAY Houston sees two new light-rail lines open for service
Watco acquires two Texas shortlines Watco Companies purchased two west Texas shortlines, the Texas and N e w M e x i c o R a i lway (TNMR) and the West Texas and Lubbock Railroad (WTLC), from Iowa Pacific Holdings, LLC. The TNMR extends from a Union Pacific connection at Monahans, Texas, to Lovington, N.M. The WTLC is divided into two segments; the most nor thern segment runs from just north of Dimmitt, Texas, to Plainview, Texas, and the second segment runs west from Lubbock, Texas, to Whiteface, Texas, and southwest from Lubbock to Seagraves.
8 Railway Track & Structures
The Houston area’s Metro Transit Authority of Harris County began service along two new light-rail lines on May 23. The Green Line (East End Line) travels along Harrisburg through the historic East End and the Purple Line (Southeast Line) travels through one of Houston’s oldest African-American neighborhoods. “This is a huge step forward for our region. These two new lines will provide greater transit options and help spark development in the communities they serve,” said Houston Metro Chairman Gilbert Garcia. “This has been a long time coming; people have been working on this for 20 years. We opened the North Line extension of the Red Line in December 2013. There has been a great deal of success with that line and we expect to do very well with these two new ones.” “The start of Metro service to the vibrant, diverse, historic east and southeast communities marks a major milestone in Metro’s commitment to expanding trans-
June 2015
portation options for Houstonians,” said Houston Mayor Annise Parker. “Congratulations to Chairman Garcia and the Metro Board for their vision and leadership to improve transportation options for all Houstonians.” The new lines provide customers with convenient travel to downtown Theater District and nightlife and entertainment centers including Discovery Green, the George R. Brown Convention Center, Toyota Center, BBVA Compass Stadium and Minute Maid Park with continued access to midtown, the Museum District, Texas Medical Center, Moody Park and the Northline Transit Center/HCC. The Green Line (East End) runs 3.3 miles from downtown, east along Harrisburg, while the Purple Line (Southeast) runs 6.6 miles traveling southeast connecting downtown with the University of Houston Central Campus, Texas Southern University and Palm Center. Both new routes will cross the existing Main Street Red Line.
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PEOPLE AECOM appointed Christopher O. Ward as senior vice president, chief executive, Metro New York. The American Short Line and Regional Railroad Association appointed long-time ASLRRA contractor and exhibition manager Kathy Keeney as vice president, Membership & Exhibit Services. Canadian Pacific appointed Mark Erceg executive vice president and chief financial officer. Erceg succeeded Bart Demosky, who announced earlier this year he was leaving the railroad as of May 31. Dorval Carter, Jr., has been named president of the Chicago Transit Authority. Sarah Feinberg has been nominated as administrator of the Federal Railroad Administration. Feinberg has been serving as acting administrator since January 2015. Norfolk Southern named Alan Shaw executive vice president and chief marketing officer. Jeffrey Heller and Cary Booth have assumed additional responsibilities for the intermodal department at Norfolk Southern. Heller was named vice president intermodal and automotive and is now responsible for intermodal operations and systems, as well as intermodal and automotive marketing and sales. Booth is now group vice president intermodal operations and will be responsible for intermodal terminals, equipment and service. Pandrol USA named Breen Reardon president and Chief executive officer effective September 1. Reardon is replacing Frank Brady who is retiring. Parsons named Jannet Walker vice president and deputy eastern sector manager for the rail and transit systems division. Parsons Brinckerhoff n a m e d Jo s e p h G . Pulicare chief operating officer of the U.S. transportation sector. Kathleen Herrmann was named principal technical specialist in the Chicago office of the organization. After nearly 60 years with Railway Age and at the age of 88, Senior Consulting Editor Luther Sigsbee Miller has retired from Simmons-Boardman Publishing Corp.
OBITUARY John Harrison Marino Sr., 76, career railroader, professional engineer and co-founder of RailAmerica, died May 19, 2015 www.rtands.com
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NRC CHAIRMAN’S COLUMN
The mid-year outlook, eyes wide open
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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It’s June and ever yone is busy now. The oppor tunities available to NRC member companies have been plentiful to date and we expect that to continue for now. We are all busy putting bids together and scheduling work. This will be another banner year for our industry, keep smiling folks! Across the country, rail contractors are as busy as they’ve ever been. Along with our regularly scheduled projects for private industries and shortline railroads, we are seeing more chances to fill supporting roles for Class 1 railroads. Service agreements are being offered by many of the bigger roads to support them with emergencies and smaller sporadic maintenance needs. Many of our member companies have such agreements in place and are stepping up to support our railroad customers, as and where needed on their systems at any time. It can be a challenge, but we all welcome more and more of these opportunities and the chance to be a railroad’s “go-to company.” If your company works within the rail industry and isn’t a member of the NRC, the timing to join couldn’t be better. The NRC Membership Committee, chaired by Stephanie Freeman of Coleman Industrial Construction, along with David Armstrong of Commercial Insurance Associates, Steve Bolte of Harsco Rail, Danny Brown of V&H Trucks, Mike Choat of Railroad Controls (Wabtec), Jim Hansen of RailWorks, Phil McDonald of Koppers, Jody Sims of Stacy and Witbeck, Dave Stein of Holland Company and Bob Hirte of Hamilton Construction, have all been doing a great job of bringing new companies into the association. The NRC currently includes more than 350 company members. Our membership includes contractors, suppliers and associated professional firms that all serve the rail industry in various capacities throughout the country. The membership committee has done a terrific job getting the message out about the benefits of becoming a member of our association. These benefits include a listing in the annual NRC Directory, which is an important resource for your customers. This directory is distributed to all Class 1, 2 and 3 railroads, private rail served industries, rail transit agencies and ports with rail infrastructure assets. Membership also
includes access to information about federal investment in rail infrastructure, regulatory changes and legislative proposals. As a member, you will also gain access as a buyer or seller to the annual equipment auction and access to Railroad Day on Capitol Hill. Railroad Day on the Hill is held annually in Washington, D.C. This year, on June 4, many of our membership companies sent representatives to converge on Washington for this industry event. Railroad Day on the Hill has proven over the years to be the single most effective way to get our message out to Congress. Our members participate in, literally, hundreds of face-toface meetings and discussions with our elected officials on a single day, all in an effort to voice our concerns and specify what the industry does and doesn’t need from government policy to thrive. Attendance was robust and I will bring everyone up to speed on this year’s event in next month’s column. There is certainly no shortage of hot topics on the legislative front, including: - The impending implementation deadline for Positive Train Control and the need to extend it to match reality; - Efforts to increase the maximum size and weight of heavy trucks on the interstate system, which would amount to an increased subsidy of big trucks, at the expense of regular drivers and the railroads. Not to mention the safety issues. - The need to maintain the current balanced economic regulatory regime for freight railroads and shippers, as overseen by the Surface Transportation Board. It ain’t broke, so let’s not fix it; - The necessity of extending the shortline railroad tax credit, which lets these small businesses invest every possible dollar into their infrastructure and preserve safe freight rail ser vice for thousands of small-town shippers; and - The huge demand for funding for our nation’s intercity passenger rail, commuter rail and rail transit systems, which have close to a combined $100 billion (yes, billion with a b) state-of-good-repair backlog. Finally, remember to check www.nrcma.org for events. Conference registration opens soon. Have a safe day. by Bill Dorris, NRC Chairman Railway Track & Structures
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TTCI R&D Evaluation of rail performance and optimized rail-life extension strategies at the eastern and western mega sites by Jay Baillargeon, senior engineer, and Dingqing Li, senior scientist, TTCI; Steve Lakata, project engineering specialist, Norfolk Southern; Christopher Rewczuk, senior manager, Union Pacific
TTCI, Norfolk Southern and Union Pacific introduce the latest round of rail performance and rail-life extension testing currently underway at the eastern and western mega sites.
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T
ransportation Technology C e n t e r , I n c. ( T T C I ) , Norfolk Southern (NS) and Union Pacific (UP) continue to collaborate in the evaluation of new high-strength rail steels and advanced rail-life extension strategies for improved wear performance and resistance to fatigue under heavy-axle-load (HAL) traffic. Results from this study initiated in 2005 have provided valuable insight into new strategies for improving service life of rail in curves through control of wear and rolling contact fatigue (RCF). With this information, TTCI, NS and UP have completed installation of new test curves at the eastern and western
Figure 1: Left, rail wear from traffic and grinding at the eastern mega site; right, current condition of the rail within each curve.
mega sites to (1) evaluate the latest generation of high-strength rail steels currently available, comparing their performance against that of the previous generation tested and (2) optimize raillife extension strategies for both highand intermediate-strength rails based on the results provided by the previous revenue service testing at the mega sites. This investigation is being undertaken by TTCI under the HAL revenue service program co-sponsored by the Association of Amer ican Railroads (AAR) and Federal Railroad Administration (FRA).
Testing results to date
The eastern mega site is located on a major heavy-haul coal route through the mountains of West Virginia. This line typically sees between 40 and 50 mgt of 36-ton axle load traffic annually, operating at speeds between 15 and 25 mph over grades as steep as 1.4 percent in some areas. Four test curves were installed with eight grades of premium rail from four manufacturers, one including two 6.8-degree curves and two 10-degree curves, all employing timber ties with a combination of elastic fasteners and cut spikes. Given the high degree of curvatures in this region, the test curves within the eastern mega site have incorporated a combination of gauge-face lubrication and Top of Rail (TOR) friction control since the www.rtands.com
Figure 2: Left, rail wear (two-degree curves) from traffic and grinding at the western mega site; right, current condition of the rail within each curve. Figure 3: Pre- and post-grind profiles for an EFBW (this grind occurred at 1,638 mgt).
installation of the rail and grinding on an as-needed basis (i.e., corrective grinding) beginning after 272 and 356 mgt for the 10-degree and 6.8-degree radius curves, respectively, when the surface condition of the rail prompted such a schedule to be implemented. In the great plains of the midwestern United States resides the western mega site, located on a 120-mile stretch of a major heavy-haul coal route in western Nebraska. Rail performance testing in this revenue service location began with three separate test curves containing seven grades of premium rail from six manufacturers.1 This line typically sees between 200 and 250 mgt of traffic annually from 36-ton axles loads with operating speeds ranging between 40 and 50 mph over near-flat grades. The test curves themselves are comprised of two, two-degree curves and one, one-degree curve, all employing standard concrete ties with elastic fasteners. Following 700 mgt of traffic, during which only gauge-face lubrication was used on the test curves, one, two-degree curve began to receive preventive grinding typically every 70 to 90 mgt while the other two-degree test curve began receiving a water-based TOR friction control. The one-degree curve continued forward with only gauge-face lubrication. With more than 2,280 mgt accumulated to date at the western mega site and more than 510 mgt at the eastern mega site, the premium test rails in both locations continue to show excellent wear performance (Figures 1 and 2) and, to date, no internal defects have been found at either location. 2 In general, implementation of TOR friction control after 700 mgt at the western mega site has successfully delayed occurrence of RCF (e.g., about four times as long as when TOR was not implemented) and resulted in a significant reduction in natural rail wear (i.e., wear resulting from traffic, excluding the effects of grinding), most notably for low rail on curves within curvatures. The implementation of preventive grinding practices within the same timeframe has also been effective in managing the growth of RCF. Without such rail-life extension strategies, sporadic defects along the running surface (i.e., spalling) began to develop on the high rail of the one-degree test curves at the western mega site after 960 mgt. This resulted in the removal of the rail within the test curve following 1,782 mgt of traffic. www.rtands.com
In order to determine the most efficient grinding schedule for the curves that utilized gauge-face lubrication and TOR friction control, intervals between grinding cycles were extended based upon the condition of the running surface of the rail during periodic visual inspections. In this way, TTCI and the host railroad sought to achieve an optimum grinding schedule that would minimize grinding cycles and, in turn, unnecessary removal of additional material from the railhead. While it proved to be beneficial for the performance of the premium rail with regard to RCF and natural wear, it permitted the unhindered growth of surface and subsurface fatigue cracks at the welds, which became sufficiently engrained in the heat-softened zones of the weld and made substantial corrective grinds ineffective at removing the damage. Furthermore, these corrective grinds ended up removing more of the work-hardened layer, allowing the rapid degradation of the running surface through the weld and, in turn, developing a discontinuity that could adversely affect vehicle/track interaction through these points in the curve (Figure 3).3 This situation could lead to increased degradation of the weld resulting from the increased dynamic responses due to the discontinuities. Railway Track & Structures
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TTCI R&D
After approximately 1,500 mgt, the condition of some electric flash-butt welds (EFBW) within the two-degree test curves at the western mega site had deteriorated to the point where a remediation effort was implemented by the host railroad to remove and replace the EFBWs that exceeded ultrasonic inspection criteria. Prior to the removal of the high rail of the two-degree curve utilizing TOR friction control at 2,093 mgt, due to severe EFBW degradation, nine welds (i.e., five from the high rail and four from the low rail) had been removed from the twodegree curve utilizing TOR friction control; whereas, the two-degree curve implementing preventive grinding only had two welds removed to date from the high rail. These observations suggest that regular, preventive grinding may be effective in mitigating the EFBW degradation issue by addressing shallow fatigue cracks and discontinuities before they become severely problematic.
New rail performance testing
Beginning in 2014, the eastern and western mega sites are home to a total of five new test curves to evaluate the performance of the latest generation of high-strength rail
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June 2015
steels, as well as optimized strategies to improve service life of these and intermediate-strength rails in the HAL revenue service environment. Four curves feature six grades of premium high-strength rail from five domestic and international manufacturers. The western mega site features two new curves, with two degrees of curvature, which have, to date, accumulated more than 300 mgt. One curve will be considered the control in this experiment, only implementing gaugeface lubrication for the initial phase. This will allow a comparison of the performance of the latest generation with that of the previous generation featured in the 2005 rail performance tests at the western mega site. The second curve, with gauge-face lubrication, will implement TOR friction control from the beginning, as well as preventive grinding on an optimized schedule of every 220 to 240 mgt (approximately once per year). Previously completed modeling using TTCI’s Wheel/Rail Interaction Management (WRIM™) model suggested grinding cycles around 70 to 90 mgt4 when no TOR friction was used, which was previously implemented at the 2005 test curve without TOR friction control.
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TTCI R&D
Visual inspection of the 2005 test curve with TOR friction control over the long term has suggested that grinding cycles of 70 to 90 mgt may be too excessive as the condition of the rail at the time of grinding suggested such action was unnecessary. The conservative approach, combined with the application of friction control, at this new test curve should allow for proper control of RCF without significant metal loss from added grinding cycles. Furthermore, grinding cycles should be frequent enough to address EFBW degradation before such conditions become severely problematic. A number of welds have already been selected to be actively monitored within these curves through nondestructive inspection methods. Testing at the eastern mega site has been established in a similar fashion for two 11-degree cur ves, which have accumulated more than 50 mgt to date. Given the higher degree of curvature, one curve, considered to be the control, will begin testing with gauge-face lubrication and TOR friction control. This curve, much like within the western mega site, will provide the means of comparing this latest generation of high-strength rails with that of the previous generation. The second curve, on the other hand, will include gauge-face lubrication and TOR friction control, as well, but will utilize the benefits of preventive grinding on an optimized schedule of every 50 to 55 mgt (approximately once per year), once again based on a combination of prior modeling and ongoing visual inspection of the 2005 test curves. Investigation into the benefits of this optimized rail-life extension strategy has also been extended to an additional test curve within the eastern mega site (with nine degrees of curvature) featuring five grades of intermediate strength rail from five manufacturers. This will allow TTCI to evaluate the performance of this optimized strategy for intermediatestrength rails in high degrees of curvature, determining if this approach will extend the service life of these rails in such an application.
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Results from this new phase of rail performance test curves at the HAL revenue service mega sites will be reported in future publications as they become available.
Acknowledgements
The AAR and FRA jointly funded this research under the HAL revenue service program at TTCI. The authors acknowledge ArcelorMittal, EVRAZ, Lucchini, Nippon Steel & Sumitomo Metal, Mitsui USA/JFE Steel, voestapline, Steel Dynamics, TATA Steel and Třinecké železárny/Moravia Steel for their generous donation of rails and UP and NS for hosting the mega sites and their unwavering support of this testing program.
References 1. Li, D., Atkinson, S. and McDaniel, R.
February 2008. “Interim performance results of premium rails in revenue service at mega sites.” Technology Digest TD-08008. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 2. Baillargeon, J., Gutscher, D. and Li. D. October 2013. “Premium rail performance and rail life extension under heavy-axleload revenue ser vice environments.” Railway Track & Structures. Vol. 109, No. 10, pp. 15-18. Chicago, Ill. 3. Gutscher, D., Baillargeon, J. and Li, D. July 2014. “Effects of heavy-axle-loads on electric flash weld surface degradation.” Railway Track & Structures. Vol. 110, No. 7, pp. 11-13. Chicago, Ill. 4. Li, D., et al. June 2011. “Recent Advances in Rail Life Extension in North American Heavy Haul Railways.” Proceedings of the International Heavy Haul Conference, Calgary, Canada.
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Rail grinding service providers look to supply precise, efficient and flexible equipment. by Mischa Wanek-Libman, editor
advances in
rail grinding
A
s technology advances to help find rail defects and compare existing rail profiles to ideal profiles, so to must grinding equipment advance and evolve to provide the proper amount of metal removal, operate efficiently to match traffic density and offer the flexibility needed to match heavy-haul and transit needs.
New partnerships
“Precision and efficiency are critical elements of a rail grinder,” said Siddarth Srinivasan, Harsco Rail associate product manager. “The key to a successful grinding program is to be able to maintain optimal wheelrail interface by taking off a minimum amount of metal from the rail. Harsco grinders feature individual head control on each of the machines’ motors. Individual Head Control combined with the lateral shift capability allows Harsco grinders to provide a superior level of precision with regards to targeting the various parts of the rail. This even applies to the most intri16 Railway Track & Structures
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cate locations, such as in a switch, crossings or behind guard rails. The ability to achieve Harsco’s grinding accuracy is further enhanced by the Jupiter Control System. The combination of these provides high efficiency, thus, minimizing the number of passes required to do the job.” RailWorks Maintenance of Way, Inc., is utilizing Harsco Rail switch and crossing grinders equipped with cutting-edge technology to provide rail grinding services within the North American market. A special team, led by RailWorks operating personnel with Harsco technical support, is now working for a Class 1 railroad as part of a multi-year agreement. “Our goal is to deliver a good value with exemplary service, all done safely,” reports R.T. Swindall, vice president of RailWorks Maintenance of Way. “Right now, we are fine-tuning our operations to ensure a proper start-up. That involves ongoing communications with our customer to understand their expectations and
find out what we can do to meet those 100 percent.”
Breadth of service
John Simmons, marketing specialist for Loram Maintenance of Way, Inc., says grinding is one of the company’s core competencies and it offers a wide range of projects to serve all facets of the market. “Our product depth and ability to respond to customer needs continues to drive strong product demand both domestically and globally,” said Simmons. Loram’s product range includes the RG 400 Series – Heavy Haul, C44 Series – International, RGI – International, RGS – Specialty and the L Series – Mobile/Specialty/Transit. Simmons points to the success of the 400 Series Grinder, citing value, which has led to strong demand among heavyhaul railways in North America, South America and Australia. The company says its RGS Series provides customers with specialty grinding needs www.rtands.com
advances in rail grinding Opposite page: Loram says its RG400 Series Grinder offers several unique features to maximize available track time and ensure an overall higher production rail grinding program.
optimized productivity, reduced cost and increased asset life of switches and crossing rail. Simmons says the RGI Series and C44 Series offer the latest technology to handle those markets with restrictive clearance and axle weight, while the L-Series Grinder provides a robust and truckable option. For Loram, any grinding program begins with a good pre-inspection. Rail profiles are measured in a rail inspection vehicle and compared to a predetermined optimal template. The profiling needs are combined with a depth of cut as a result of an assessment of surface condition to develop a grind plan, including speeds, grind motor locations and number of passes required. This information is then fed into the rail grinder. Simmons says the grinding itself is computer-controlled and regularly calibrated to ensure accuracy. The horsepower of the grind motors adjusts as the machine speed varies due to restricted speed conditions and other factors to maintain a consistent metal removal rate. Loram’s large grinders all feature an onboard profile measurement system to check compliance to the optimal profile, along with a dual encoder/ GPS location system that automatically selects the proper template for the track location. The grind and profile data is stored and available for future reference. “This process is refined by continuing to study the deterioration of rail and causes for variation and incorporating those findings into the decision-making process,” said Simmons. “Numerous test sites are evaluated along with vast amounts of data collected from every Class 1 railway in North America. Refinements in the grind plan development process continue to improve the ability to achieve the profiling and metal removal objectives at the maximum efficiency.” Simmons notes that as traffic density continues to increase, it is critical to get the work done as efficiently as possible. “We foresee continued movement toward precision in achieving the desired profile and removing the www.rtands.com
fatigued metal, all while removing as little metal as is required at the fastest speeds possible. Less metal removed artificially through grinding leaves more of the rail head and extends the life of the rail, provided adequate metal is removed to accomplish the objective. Precision is required to ensure this is the case. Less metal removal required allows even faster speeds, fewer passes, less time spent in a block and a lower cost per track mile. Speeds will continue to be limited by the need to provide precise profiling of the rail, as well as line of sight requirements for machine operation,” said Simmons.
Increasing production
Orgo-Thermit, Inc., (OTI) continues to gain new grinding clients. “We have developed new stone formulations that allow us to grind embedded track, in the tightest of curves, as well as grinding open track. These stones are performing extremely well. The grinding crew is able to reduce the number of passes in half, solely because
of a more efficient stone,” said Pete Capiak, rail grinding supervisor. OTI says its machine has realized increased production because it can operate continuously on curves, tangents and switches. “This allows the VM8000 Grinding Unit to grind very tight into and through a switch. Just by having the ability to perform this action, we gain increased production, by not breaking the switch into sections,” said Capiak. He continued by saying precision has always been a selling feature of the VM8000, which is operated remotely from outside the cab allowing the operator complete view of what is happening. “Being able to make adjustments on the fly helps tremendously. While available track time is continually shorter and shorter, our crew must make a critical decision on how and where to start the grind. This is insured by repeatedly grinding the same way every time, for certain applications. However, in being able to fine tune stone placement, it creates a finish like no other. We use profile gauges to check the work. While
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advances in rail grinding
RailWorks has partnered with Harsco Rail to offer grinding services and has a long-term contract with a Class 1.
the Wheel to Rail Interaction theory is becoming more common place, OrgoThermit has embraced it and can continually grind to a template every time,” said Capiak. When it comes to efficiency, Capiak credits the capabilities of the machine, but also says understanding production rates and following a grinding plan can increase efficiency. “Going out and grinding in various areas all over the system, may help immediately, but over time, you will need to eventually tie in those unground areas. The VM8000 grind will last a long time, therefore, spending the time to complete a large area will help in coming years,” said Capiak. OTI notes the machine’s hi-rail capability is helping to meet demands of transit systems and the company is developing a specialized trailer to move the hydraulically-driven machine around quickly to aid grinding on larger systems.
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“As the Orgo-Thermit team continues to succeed and provide quality rail grinding services, we take pride in building relationships with both new and long term clients and working with them to have a successful campaign, every time,” said Capiak.
Machines with flexibility
Ron Martin, vice president and general manager of Vossloh Rail Services, says advancements in the area of grinding are always being researched. “There are great strides being made in the identification of the issues needing to be addressed to extend rail life, but the processes and methods for correction remain the same,” said Martin. He notes the company is constantly advancing its present technologies, which include High Speed Grinding and Milling systems for both heavy-haul applications and the newest version, High Speed Grinding-City, for transit
and lighter duty applications, which also include some heavy-haul property usage. “These technologies allow the railroads and transits the flexibility they need to address their specific requirements, whether that be removal of light to severe rolling contact fatigue (RCF), corrugation or simple mill scale removal. The Milling technology was developed to help recover the rail and provide a simple cost-effective method to salvage heavily-damaged or even near abandoned rail, as well as provide regular maintenance. The regular use of High Speed Grinding has proven to be an effective technology to help ensure that RCF won’t get to a critical level and require corrective methods of recovery at all. The monitoring of the effectiveness of these systems is done post work through Eddy Current testing,” said Martin. Mar tin explains that Vossloh Rail Services uses numerous tools to enhance the process of High Speed Grinding and Milling to identify what condition the rail needs to be returned in order to achieve the longest life cycle possible, then make sure the actual work has been accomplished correctly. “With the Eddy Current testing offered by Vossloh Rail Services, the identification of areas in need of this grinding, or milling, is more precise and is also used to validate the defects have truly been removed and cannot cause further damage to the rail in the post process. These processes have proven effective and are used extensively in all our operations. The added capability of providing the programs to manage the scheduling and data collection and interpretation round out what can be provided,” said Martin.
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An Omega crossing system being installed on a SANDAG project.
Grade crossings the annual report
by Jennifer Nunez, assistant editor
Whether they are made up of concrete, rubber or another substance, gradecrossing surface suppliers continue to make safety a top priority.
G
rade crossing surface suppliers are focusing on custom manufacturing, as well as ease of installation and maintenance by offering the most innovative surfaces and materials to date.
Century Group Century Group, Inc., says it offers the convenience of prefabrication combined with the exactness of a custom-made product to provide long lasting grade-crossing panels to its customers. Century Group has produced precast concrete grade-crossing panels for more than 25 years and has more than three decades of experience in the ownership and operation of a railroad construction company. The company has more than 65 years in precast concrete manufacturing and provides personnel who travel to project sites and assist customers in the design, development and manufacturing of grade crossing systems. The company offers panels for numerous rail sizes with features, such as custom surfaces to match color and textured paving at passenger station platforms and sidewalks. Century Group also offers the option of providing crossties with its crossing surfaces and specializes in custom manufacturing for various rail configurations, such as turnouts, curves, crossovers, diamonds, wide/narrow gauge, extreme loads, pedestrian and 20 Railway Track & Structures
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ADA crossing applications, says Jerry McCombs, vice president of Century Group’s Railroad Products Division. The company also offers a system that incorporates an interface for asphalt on the field side, while utilizing standard panels for the gauge area. Century Group’s manufacturing facilities are certified by the National Precast Concrete Association. McCombs says the certification of the company’s manufacturing facilities demonstrates Century’s commitment to the highest of standards in all areas of production, safety and information management. “We continue to batch/mix all of our own concrete at our company-owned/operated facilities versus using ready-mix that some of our competitors use, combined with using grade 72 reinforcement versus grade 60,” said McCombs. “Using 12,000-psi stronger reinforcement combined with hands-on QA/QC from batching/mixing our own concrete and having certified welders, enables us to provide a high-quality product to the marketplace. Improved capacity and inventories at our manufacturing facilities allows us to continue to respond quickly to our customers’ needs.
HiRAIL HiRAIL Corporation manufactures a complete line of rubber www.rtands.com
annual crossing report
A finished Century Group crossing already in service.
grade-crossing surfaces including Hi-Rail, Pede-STRAILTM and Hi-Rail Rail Seal (RS). HiRAIL says its full-depth rubber crossings are a green product, manufactured from recycled vehicle tires. The crossings can also be recycled at the end of their useful life. HiRAIL full-depth rubber grade-crossing systems provide a smooth, safe and attractive crossing surface for motor vehicles, the company notes. They are manufactured to accommodate most common rail sizes, rail fastenings and wood, concrete or steel ties. HiRAIL full-depth rubber crossing systems are available in both lagged and lagless designs. The company says the lagless design lessens crosstie degradation, as well as allowing for installation on concrete and steel ties. Pede-STRAIL is a pedestrian crossing surface that meets ADA requirements. Pede-STRAIL has all the features of HiRAIL full-depth rubber and comes with a raised diamond surface for pedestrian stability. HiRAIL RS is a product that works in conjunction with asphalt or poured-in-place concrete crossings and is manufactured to fit most common rail sizes on timber or concrete ties using all types of rail fastening. “So far, this year, the majority of our crossing material has been installed on Class 1 railroads,” explained Walt Barry, vice president. “This is most likely due to healthy maintenance budgets and large programs on the Class 1s.”
LT Resources LT Resources, Inc., says it is best known for its ENDURANCE® Composite Crossings and its ENDURANCE-XL PLUS line of durable, recycled and recyclable polymer composite crossings. ENDURANCE-XL PLUS Composite Crossings can now be supplied in various colors and patterns to address the industry’s focus on improving safety at grade crossings. LT Resources plans to introduce two new grade-crossing
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products utilizing improved technology and high-tech designs to complement ENDURANCE-XL PLUS crossings at Railway Interchange in Minnapolis, Minn. “Both of these new designs are quite different from ENDURANCE-XL PLUS, but just as durable and cost-effective,” explained Linda Thomas, president. ENDURANCE-XL PLUS crossings are manufactured using an engineered plastics formulation and can accommodate all mainline rail profiles and fastening systems. “The end result is a durable, long-lasting grade-crossing product suitable for all types of traffic conditions,” said Thomas. “With built-in composite flangeway filler and lifting devices, the panels are quickly and easily installed due to a limited number of parts.
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annual crossing report Just lay them down, lag them down and go. Panels can be easily removed and replaced for track maintenance.” In addition to on-going Class 1 new construction and maintenance, continued growth in manufacturing, port/intermodal facilities, oil and gas fracking and light-rail/ commuter lines assures sustained demand for improved g rade-crossing surf ace products, she notes.
Oldcastle Precast Oldcastle Precast has worked with its railroad and contractor customers to produce custom StarTrack Crossing Systems for radius track with booted restraining rail and colored concrete. All of the StarTrack surfaces are one-piece casting precast concrete modules, with anti-skid, diamond plate finishes, placed on a prepared subgrade with no ties. The 17-foot six-inch long StarTrack modules are designed for quick construction through long straight crossings or street running track applications. “We continue to see transit agencies
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and freight railroads interested in installing crossing systems that can stand up to increasing vehicle and heavy truck traffic with little to no long-term maintenance,” explained Patrick Juelich, railroad product sales. “Crossing surface durability is only as good as it’s foundation and many crossings have poor soil conditions. These problem crossing areas can be solved through stabilizing the sub base, improving drainage and distributing loads over a larger area with our StarTrack crossing systems.”
Omega “Class 1 maintenance budgets are at an all-time high this year, which translates into increased crossing panel demand from BNSF, Union Pacific, as well as Canadian Pacific,” explained Mark Mottola, national sales manager at Omega Industries, Inc. “Transit industry demand is also up with Amtrak, Bay Area Rapid Transit, Dallas Area Rapid Transit and San Diego Association of Gover nments crossing projects currently underway.” Omega says it continues to build the
“Main Line Common Standard” which is a shared BNSF/UP concrete panel design. “The Common Standard is now the most widely used crossing design in the United States,” said Mottola. The panels are 8.125-feet long and used on 10-foot hardwood ties spaced 19.5-inches on center. Frames are fabricated with 3-inch by 3-inch by 3/8-inch steel angle and the concrete mix is designed with 6,000 psi compressive strength. In addition, the panels are reinforced with two mats of #5 rebar and incorporate a pre-attached, non-conductive rubber filler. The panels are easily installed and secured to wood ties using 3/4-inch by 12-inch lag screws. “Increased capacity at all four of our plants this year should allow us to maintain high inventory levels and reduce product lead times,” Mottola noted. “As always, we continue to strive for high quality, fast delivery, friendly customer service and one of the lowest failure rates in the industry.”
Omni Omni Rail Products, Inc., offers a variety
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annual crossing report of grade-crossing solutions, including its TraCast TM tub-style crossing, which will soon feature a Pandrol “E” Clip fastening systems to secure the rail, the company reports. The TraCast crossing has a modular design with solid rubber rail interface; no crossties are necessary through the crossing. The company also offers its Full-Depth Heavy Duty Rubber crossings, which it says are made from 100 percent virgin rather than recycled tires. It’s VRA Rail Seal is made from solid rubber rail interface molded to suit track structure (no voids) and has eight-inch tread coverage from ball of rail. Omni’s ECR Concrete crossing has a one-piece design with rubber rail interface embedded into the concrete panel, which can be used on concrete or timber ties. Custom panels are designed for curves and turnout locations. The Omni Improved Concrete crossing has panels with full-depth rubber rail interface on both sides of both rails. The molded gauge flangeway prevents debris from intruding into track structure. These
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Opposite page: HiRAIL’s full-depth rubber gauge panel being lagged down to the tie. Oldcastle Precast’s concrete crossing system being lowered into position. can be ordered in combination with one piece ECR panels “Contractors are exploring alternative tie materials, such as steel and plastic,” said Bob Cigrang, vice president of sales. He also says that trends he has noticed are that concrete crossings are being ordered for narrow gauge and track with guard rails are being requested. When it comes to high-speed rail, Omni says there are no modifications needed to its line of crossings. Cigrang says a standard two-lane crossing can be laid in a matter of hours, which means Omni crossing panels maximize traffic volume and minimize the time crossings are closed for construction and maintenance.
Polycorp Ltd. Polycorp Ltd. has developed a new Removable Railseal crossing system for use in concrete road surfaces and high-wear areas. “The system allows the rubber railseal to be removed, repairs to be made and the rubber reinserted in a fraction of the time it takes for traditional repair work,” said Brad Bedford, technical sales coordinator. “This new design allows for overnight rail and fastener repairs to be made without costly detours and rush hour road closures.” Polycorp manufactures products in the U.S. and Canada for every type of road surface, rail size and track construction, from traditional railseal to precast concrete panels. If required, Polycorp can supply Buy America products for all grade-crossing styles. The rise in transit expansion has led Polycorp to develop a www.rtands.com
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annual crossing report Omni’s concrete and rubber crossing materials being lowered in place to connect road and rail. Opposite page: LT Resources’ Endurance Composite Crossing being installed.
complete range of rail and special t r a c k wo r k i s o l a t i o n p r o d u c t s. T h e c o m p a n y ’ s p a t e n t e d Tr a c k J a c k e t Encapsulation System is comprised of a full line of products that work together to mitigate stray current and provide vibration isolation across the entire network.
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“The rise in fuel costs throughout the world is taking people off the roads and onto the rails,” he explained. “This has resulted in an all-time high in transit ridership. This increased ridership has seen the payback shortened for transit expansion in major city centers leading to immediate
launches of shovel-ready projects. Many of these expansion projects are utilizing Polycorp’s patented TrackJacket system for electrical and vibration isolation to improve their systems performance and reduce future maintenance with prolonged road and track life.” Bedford notes that the continuing rise of freight tonnage has caused maintenance budgets to rise accordingly to keep the rail network running smoothly and avoid costly delays due to failures in the system. There has also been a significant increase in intermodal facility construction and maintenance to handle the increased year-over-year tonnage, he explains. This continuing growth has led Polycorp to develop a line of Epflex Railseal specifically
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tailored to ports and intermodal yards. The company says the intricate track construction of highspeed rail requires a number of elastomeric products be used in the track structure and that these products facilitate vibration dampening inside the train, as well as the surrounding areas. Polycorp has refined its line of dynamic elastomeric track products for supply.
Stella-Jones Stella-Jones Corporation supplies full-depth pressure-treated wood crossings to the rail industry. George Caric, vice president of marketing says the 2015 demand has been strong in its Class 1 market segment, as well as the commercial sales and attributes this to a robust construction demand, as well as a strong tie program for the Class 1s. “We see this demand remaining strong for the balance of the year,” he said. “Our new Russellville, Ark., facility is in full production and we are looking to add capacity as the demand dictates.”
TRANSPO INDUSTRIES TRANSPO INDUSTRIES, Inc., is offering Color Safe® on panels cast in its Berwick, Pa., casting facility. Transpo Color Safe is an MMA-based material that provides high definition to the crossing and the optional use of reflective glass beads added to the Color Safe result in a high retro reflectivity crossing surface, the company notes. This product may also be applied to existing asphalt and concrete crossing surfaces resulting in what is being called the “dynamic envelope.” TRANSPO says Color Safe has a long service life and can easily be refreshed after years of service. TRANSPO also offers its Bodan precast polymer concrete panel rail crossing system. Polymer panels are steel reinforced and the polymer concrete is more than three times stronger than standard concrete materials. The panels also have an integral high friction and wear resistant surface aggregate. “This system does not conduct electricity, so it does not contribute to shunting,” said Rudy Gradishar, Midwest regional safety manager. “The system is designed to give long life at heavily traveled crossings. Expect eight to 10 years before minor maintenance is required, at which time the original panels can be reinstalled. Bodan is a bridge-type system that is supported by the rail not the crossties. Traffic load is transferred to the crossties, the same as loads from a train. With no attachment to the crosstie, Bodan will not contribute to deterioration of the crossties. Loose and jumping panels can be eliminated.” www.rtands.com
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Equipment & Materials Grade-crossing surfaces, communications and signaling equipment, fillers and housings
Grade-crossing surfaces
American Concrete Products— American Concrete Products has been in the railroad industry since 1952 and supplies crossings for all ties. Structural steel-framed, testproven, shunt-resistant, full-depth crossing panels for installation on wood, concrete and steel ties are offered. The uniquely designed panels, along with its patented preattached rubber flangeway filler, can be removed easily for routine maintenance. With sizeable inventories at manufacturing plants in Omaha and Dallas, the company competitively prices and ships products with very little notice and in some cases, the same day. Phone: 402-331-5775. American Concrete Products— Manufactures the UP/BNSF concrete crossing panels in accordance with the AAR-M1003 quality standards. Its in-house developed concrete mix is designed to resist alkali-reactivity, protect from rapid freezing and thawing, while maintaining compressive strengths well above the minimum 6,000-psi. Services include field measuring and engineering to meet any curve, turnout or special crossing requirement. The company prides itself in providing innovative, cost-effective solutions. Phone: 402-331-5775. Century Group Inc.—State-of-theart, full-depth concrete grade-crossing panels install directly on crossties, requiring no shims or headers. Crossings are manufactured to custom fit 28 Railway Track & Structures
Guide
project needs. After delivery, Century offers on-site installation assistance. Phone: 800-527-5232.
curves, turnouts, crossovers, concrete and steel ties and special flangeways. Crossings are manufactured to accommodate any size rail and are designed to be economical and durable. Phone: 800-527-5232.
Century Group Inc.—Custom-built, full-depth concrete grade crossings fit any curve up to 20+ degrees. Century’s experienced field representatives are available to field measure curved grade crossings and design custom-built panels to fit into the curve. Panels butt up to one another without the use of filler plates to eliminate gaps between panels. Century Precast offers on-site assistance for tie layout and panel installation. Phone: 800-527-5232.
Century Group Inc.—Custom turnout crossings are manufactured to meet specific job-site objectives. With more than 60 years of railroad construction and precast concrete experience, Century provides on-site consultation, design and layout to meet the clients’ June 2015
Century Group Inc.—Custom crossing panels, from devil strip panels to diamond crossings, can be manufactured to meet project requirements. Century provides job-site consultation, cost analysis, design layout and installation assistance on all of its projects. Phone: 800-527-5232.
Century Group Inc.—Light rail transportation industry crossings: Century works closely with the client, identifying the grade-crossing challenges and providing cost-effective solutions. Century offers highway and pedestrian crossings to the light rail transit industry for both standard and custom track gauges. Grade-crossing panels can be manufactured with custom surfaces, coloring, lengths, widths and shapes. Light rail transit grade crossings include a high-resistivity flangeway filler manufactured to meet ADA specifications. Phone: 800-527-5232.
Century Group Inc.—Hi-Rail Access crossing panels manufactured to install in standard and non-stand ard-gauge tracks. The Century Hi-Rail
Access crossing panels are custom manufactured to fit over third-rail restraint brackets and steel surrounds insulated with non-conductive protective shields. Phone: 800-527-5232.
Century Group Inc.—Custom designed full-depth concrete ped estrian crossings that meet ADA specifications. Century manufactures pedestrian crossing with custom surfaces and colors to match existing pavements. Century pedestrian crossings are manufactured to be installed on steel, wood or concrete ties. Phone: 800-527-5232.
Century Group Inc.—Lagless steelclad full-depth precast reinforced concrete grade-crossing panels. Can be used on wood, concrete or steel ties. Panels are available for tangent or curves, vehicular or pedestrian applications. They are manufactured to accommodate a variety of rail sizes and fasteners. Custom sizes and shapes are available for custom applications. Phone: 800-527-5232. ESCO Equipment Service Co.—Jumbo Tie Caddy, Model JTC-101, is designed to place and remove double-plank crossing timbers, help eliminate back injuries associated with manual handling of crossing timbers. With a 19-in. opening, this device can double as a bridge-timber-handling device. Weight 30 lbs. Phone: 847-758-9860. www.rtands.com
Equipment & Materials Guide ESCO Equipment Service Co.— Insulated Joint Sling, Model IJS-501, designed to safely handle and position insulated joint plugs without damage to the insulated joint. Rated capacity of 4,000 lbs. Weight 34 lbs. Phone: 847758-9860. ESCO Equipment Service Co.—ESCO Equipment offers a complete line of hydraulic tools designed to remove and install grade-crossing material. Powered by a portable power unit, boom truck or back hoe with optional tool circuit. Phone: 847-758-9860. FITE Corp.—Full-depth steel and concrete grade-crossing panels can be installed on concrete or wood ties. Easy installation and removal for track maintenance. Phone: 888-FITE-CORP.
HiRAIL Corp.—Pede-Strail is a fulldepth rubber walkway system for use at pedestrian railroad crossings. Pede-Strail’s raised diamond pattern provides a smooth, slipresistant crossing surface for ped estrians, bicyclists and handicapped individuals. Pede-Strail meets ADA requirements. Phone: 800-274-7245.
HiRAIL Corp.—Hi-Rail Full Depth Rubber grade crossing systems provide a smooth, safe and attractive crossing surface for motor vehicles. Hi-Rail crossings are easily removed and reinstalled when track maintenance is required and are resistant to a wide variety of chemicals including road salt. The tongue and groove design provides a water tight seal between each pad and the pads are molded to fit the rail, keeping water and debris out of the track while protecting the rail. HiRail Crossings come in both lagged and lagless styles. The lagless style lessens cross tie degradation as well as allowing for installation on concrete ties. The 100% rubber composition helps elimiwww.rtands.com
nate false shunting of track circuits and dampens the forces of vehicles over the crossing. Each crossing pad is composed of recycled tire rubber which is fully encased in virgin rubber making it an environmentally friendly product which can be recycled at the end of its useful life. Phone: 800-274-7245. Koppers Inc.—Koppers produces creosote treated full depth timber crossings for the Class I, Shortline Railroads and Industrial accounts. We also produce gage and field flangway panels specifically for use with asphalt or concrete. Panels are produced from oak and hardwoods and treated to 7 or 8 pound retention, determined by the specification. Phone: 888-567-8437.
KSA—Full-depth/full-width reinforced steel-framed concrete crossings are available for both timber and concrete tie track structures. The panels come with attached rubber flangeway and all necessary hardware to secure the panels to the ties. The panels are manufactured to accommodate rail sizes ranging from 112 lbs. to 141 lbs. KSA is a PCI and AAR M-1003 certified facility. Phone: 740-776-3238.
LT Resources, Inc.—ENDURANCE® -XL Plus Highway-Rail Grade Crossings are manufactured using an engineered 100% recycled plastics formulation. Also recyclable. Accommodates mainline rail profiles and all types of fastening systems. Durable, long-lasting, superior grade crossing product with an improved skid resistant surface designed for all types of traffic conditions. Non-conductive, impervious to moisture, harsh elements and severe temperatures. Includes installation hardware and on-site technical support. Pre-bored and countersunk, or drill in the field. Includes lifting devices and built-in composite flangeway filler. Extend the life of Endurance®-XL Plus or stan-
dard Endurance® -XL Highway-Rail Grade Crossings with composite railroad ties to meet AREMA standards. Available as a complete package. Best value for your construction and maintenance dollar. Phone: 800-440-1517. Magnum Manufacturing Corp.—Insulated concrete grade crossings are constructed to prevent electrical current from passing from one rail to another rail. This insulation, when used in conjunction with a rubber flangeway filler, provides maximum protection to prevent shunting. Phone: 801-785-9700. Magnum Manufacturing Corp.— Pedestrian Walkovers fully engineered, in-plant, prefabricated modular steel construction. Phone: 801-785-9700.
Magnum Manufacturing Corp.— Smooth, low-impact concrete grade crossings are manufactured to fit any rail from 115-lb to 136-lb, and can be engineered for any length of tie or tie spacing and for curves, switches and frogs. Phone: 801-785-9700.
Omega Industries, Inc.—Omega manufactures a high-quality Concrete Grade-Crossing System with an innovative attached rubber flangeway design. Serving main line railroads, shortline railroads, transit, industry, and port authorities, Omega has established a reputation for quality, delivery, and service. Products include: The BNSF / UPRR Common Standard Lag-Down Panel, Non-Lag Concrete Crossing Panels, Custom Curved Panels, Custom Turnout Panels, DF Track Crossing Panels, ADA-approved Pedestrian Crossing Panels, Steel Switch Point Covers, Steel Switch Plates, Steel Track Boxes, and Spreader Bars. Omega manufacturing plants are conveniently located in Washing-
ton, California, Nebraska, and Texas. Phone: 360-694-3221.
OMNI Products, Inc.—OMNI’s Heavy Duty rubber grade-crossing system is the only full-depth rubber crossing made from 100% virgin rubber. The durable Heavy Duty system is designed to withstand repeated punishment of high-speed, high-average-daily-traffic volumes. This product’s durability, long life and low maintenance requirements make it ideal for most applications. Heavy Duty can accommodate rail sizes ranging from 90 lbs to 141 lbs. Custom panels can be made for curves up to 16 degrees. Phone: 815-344-3100.
OMNI Products, Inc.—The OMNI Steel Reinforced system is the only steel-reinforced rubber crossing product available. This system incorporates 100% virgin rubber panels reinforced with corrugated steel plate and installed on longitudinal, pressure-treated, hardwood shims. This durable product has been shown to withstand the impacts associated with high-ADT applications. It can also accommodate concentrated loads, such as lift trucks. While Steel Reinforced is the logical choice for industrial applications, it is also used on major highway crossings with high ADT and a high percentage of truck traffic. Steel Reinforced can accommodate rail sections from #20 up to #141. Custom panels can be made for curves up to 25 degrees. Phone: 815-344-3100.
OMNI Products, Inc.—The Improved Concrete (IC) system incorporates precast concrete panels with OMNI’s full-
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Grade-crossing surfaces depth, stand-alone 100% virgin rubber RailGuard™ flangeway fillers. Like all concrete panels in the OMNI line, these full-depth, steel-framed, steel-reinforc ed concrete panels are designed to handle typical (HS 20-44) highway traffic loads. The full-depth, stand-alone virgin rubber RailGuard™ panels cushion load, control surface water, and provide electrical insulation. The IC system can be installed on either timber or concrete ties. Custom panels can be made for curved track up to 16 degrees. Phone: 815-344-3100.
OMNI Products, Inc.—Embedded Concrete Rubber/RailGuard™. ECR/ VRA is a unique combination concrete/rubber utilizing OMNI’s patented Embedded Concrete Rubber for gauge portion of the crossing and virgin rubber RailGuard panels for field portions. This system, which can be installed on timber or concrete ties, is ideal for use with 8-ft, 6-in. timber ties. Other combinations, such as ECR/ Heavy Duty, are available. Phone: 815-344-3100.
OMNI Products, Inc.—Improved Concrete/RailGuard™ (IC/VRA). The IC/ VRA system combines the benefits of a full-depth concrete gauge panel uti lizing OMNI’s full-depth, standalone 100% virgin rubber RailGuard flangeway fillers, along with RailGuard rail seals used in conjunction with asphalt on the field sides. This design is ideal for use with 8-ft, 6-in. timber ties. Other combinations, such as IC/Heavy Duty are available. Phone: 815-344-3100.
OMNI Products, Inc.—Improved Concrete/Embedded Concrete Rubber (IC/ ECR): This unique full-depth, full-width 30 Railway Track & Structures
system combines the IC-design fulldepth concrete with stand-alone virgin rubber flangeway fillers in the gauge with ECR (concrete with attached rubber) panels on the field side. Available in 8- and 9-ft lengths, this design is available for timber or concrete tie applications and for curves up to 16 degrees. Phone: 815-344-3100.
OMNI Products, Inc.—Embedded Concrete Rubber is the latest generation of OMNI’s patented single-component concrete/rubber design. ECR is designed with a rubber flangeway filler molded directly into the face of the steel-framed, steel-reinforced, concrete panels. This shunt-resistant system eliminates handling separate concrete and rubber components during shipping and facilitates ease of installation. ECR comes in 8-ft, 8-ft, 1-1/2-in., 9-in. and 10-ft lengths, and can be installed on either concrete or timber ties. This system is used on all major railroads; commu ter, transit, shortline and regional railroad lines, as well as in ports, yards and terminals. Custom panels can be made for special trackwork and curves up to 25 degrees. Phone: 815344-3100.
OMNI Products, Inc.—OMNI’s TraCast™ precast concrete module eliminates the use of ties and ballast. This tie-less system incorporates elastic fasteners to secure the rail to the base of the rail troughs and maintain a consistent toe load. A continuous protective rubber rail boot insulates the rail from electrical interference. RailGuard™ virgin rubber panels are installed on the gauge side of the rail to effectively cover the rail fasteners, while maintaining a consistent, positive flangeway. The stand-alone RailGuard™ rubber panels can be easily removed with a lining bar, eliminating the need for heavy equipment, for rail inspection and repair. Widely used in industrial applications, TraCast™ is also used on high-ADT highway crossJune 2015
ings, as well as on transit, branchline, port and terminal applications. TraCast™ is available in 6-ft lengths with 45-degree tapered ends. Custom panels are available for curved track up to 16 degrees. Phone: 815-344-3100. Premier Concrete Railroad Cross ings—Rail/Highway Bridge Modular System. Custom designed to incorporate Premier’s tie-less modular features, this system meets Coopers E-80 railroad loading specifications, as well as H-20 highway loadings for all forms of vehicular traffic. “The Bridge” replaces normal bridge decking materials and track support, with the concrete modular system offering complete rail isolation, resistance to invasive road salt (chloride) attack, while ensuring long-term, low-maintenance service. “The Bridge” can be modified to meet rail and highway applications. Phone: 503-285-8391. Premier Concrete Railroad Cross ings—Modular Tieless Crossing System for freight. This design is suited for use in extreme loading, high average daily traffic and curved-track situations. The modular system is designed to eliminate the installation and maintenance costs associated with ties, ballast and rail fasteners. Phone: 503285-8391. Premier Concrete Railroad Cross ings—Modular Tieless Crossing System for transit. This design is specifically designed for light rail transit use. With the use of a continuous rail boot, the Premier LRT Modular System provides complete rail isolation for track electrification. The Premier Continuous Rail Boot provides a quiet, shunt-free crossing surface. Premier Modular is designed to eliminate the installation and maintenance costs associated with ties, ballast, and rail fasteners. This three-piece system consists of a base unit, and two center panels. The base unit sits on a highway-style road base and evenly distributes the load over a large footprint. Rail sits in the base unit and is locked in place with two removable center panels. The base units and center panels are cast to match the rail profile, and act as a continuous rail support. An optional rubber insert is easily installed to reduce the flangeway opening to meet ADA requirements. Modules are available for 100-lb to 140-lb rail, in lengths of 4 ft and 8 ft. Tapered modules are available in 4-ft
lengths and can be used in curved track up to 30 degrees. Modules are manufactured with a non-conductive, salt (chloride)-resistant concrete mix. All Premier modules come standard with a non-skid diamond plate surface. Phone: 503-285-8391.
R ail-Way, Inc.—Supplies full-depthrubber grade-crossing systems in stan dard 36-in. modules for both tangent and curved track up to 22 degrees. The Rail-Way system is designed for fast, economical installation or removal for track maintenance. The patented hinge kerf in the gauge pad allows quick placement without special tools or equipment. A four-man crew with a backhoe can install as much as 30 track-feet per hour under normal conditions. The system is available in stock for rail sizes from 90 lbs to 140 lbs, and tie lengths of 8 ft, 6 ins. and 9 ft, wood or concrete. Phone: 563-852-7794.
Rail-Way, Inc.—Manufactures a concrete grade-crossing system with pre-attached flangeway filler that facilitates ease of installation and removal for track maintenance. The shunt-resistant steel frame surrounding the concrete panel is powder coated to give maximum protection from the elements. The panels feature 7,000 psi and are available for rail sizes from 115 lbs. to 140 lbs. Engineered in accordance with AASHTO HS20-44 loading specifications. Each panel has a non-skid surface and protection from freeze/thaw cycles. Phone: 563-852-7794. StarTrack Railroad Crossings— Manufactured by Oldcastle Precast, the modular precast-concrete platform grade-crossing system uses no ties and is set on a prepared subgrade to form a pre engineered track support system free of vertical or lateral movement. The one-piece construction with www.rtands.com
Equipment & Materials Guide are easily installed, easy to maintain, and ideal for severe weather conditions, with no tearing, chipping, splintering or cracking. Phone: 412-820-7030.
embedded Pandrol shoulders uses E-Clip fasteners for ease of installation, durability and simple access to rail without disturbing the crossing. Designed to meet AREMA standards and Cooper E-80 Loading plus 60% impact factor. Rail sits on UHMW polyethylene strips to cushion impact loadings. The system includes a compression fit, Rubber Rail Groove Filler, providing a ADA compliant flangeway which is easily removable for rail access. Each module is cast of 6,000 psi concrete. Standard dimensions are 8’ wide, 14” thick and either 5’, 7’-6”, and 17’-6” track feet long. Custom pieshaped pieces available to meet curvature of track. Manufactured to the rigid standards of the Oldcastle Precast quality control program at our plants nationwide. Phone: 888-965-3227.
StarTrack Railroad Crossings—The StarTrack Heavy Duty Crossing option is the proven and preferred crossing for America’s largest Ports and Intermodal facilities. With all of the features and benefits of the Standard StarTrack Crossing, the HD version accommodates very heavy truck and industrial loads with wider and thicker modules, with additional reinforcing. A proven solution to heavy traffic applications and areas with bad subgrade, HD crossings are 11’ wide, 16” thick and 5’ long. Custom pie-shaped pieces available to meet curvature of track. Phone:888-965-3227.
Steel Crossings, Inc.—SCI manufactures heavy-duty, diamond-plate, custom-designed steel railroad crossings for heavy crossing areas. Steel crossings www.rtands.com
cut easily to fit any geometry. Phone: 800-321-7870. Stella-Jones Corp.—Durable oak timbers are used to manufacture the solid Full Panel crossing. The field panels are 20 inches wide, consisting of two 10 inch timbers with a notch on the top side of the field panels to prevent false flange damage to the panels. The (2) gauge panels are 25 ½” wide and the panel consists of three 8 ½” wide timbers. Both field and gauge panels are doweled together and can be prebored with countersunk holes for drive spikes or lag screws. Gauge panels can be shipped with pre-attached timber flangeway filler blocks. The end panels can be beveled to help prevent damage. Panels can be made to accommodate almost any tie plate and hardware. Timber & Asphalt Type crossings are also available - The Single Gauge/ Single Field or Single Gauge/Double Field Type. Phone: 800-272-8437.
TRANSPO® INDUSTRIES, Inc.— BODAN® Highway-Rail Grade Crossing Surface is a precast reinforced polymer concrete crossing system used for highway/rail crossings and designed for heavy full speed traffic. Unlike other crossings, BODAN® does not rely on railroad ties for attachment or support. The product’s unique modular design allows for easy removal to perform routine track inspection and maintenance. Phone: 800-321-7870. TRANSPO® INDUSTRIES, Inc.—STEPSAFE® Surface Applied Mats are easy to install and very dependable. NO drilling is required making it the easiest ADA mat to install. Step-Safe® surface mats are made of a composite resin that is applied with our extremely long lasting supplied adhesive and
TRANSPO ® INDUSTRIES, Inc.— Color-Safe® Pavement Marking can be used to demarcate and increase visibility of Grade Crossings. ColorSafe® is the long lasting solution for pavement marking increasing vehicular traffic safety in the dynamic envelope. Color-Safe is durable high definition color, UV and wear resistant and can be applied on both concrete and asphalt surfaces. Phone: 800-321-7870.
Communications and signaling equipment and warning devices ALSTOM—The Microchron Vital Timer eliminates the need to stock separate timers with different voltages and time ranges. It features a wide voltage and selectable time range. Input operating range is +8V d.c. to +35V d.c. Vital Time delays one second to 19 minutes, 59 seconds may be configured in one-second increments. Time-delay accuracy is +0.1% of the thumbwheel setting. Vitality is ensured through the use of Safety Assurance Logic Software. Phone: 800-717-4477. ALSTOM—New and improved AURORA™ LED Signal offering. ALSTOM is continuously improving its offering to meet our customers’ changing needs and to take advantage of evolving technologies, as they become available. ALSTOM has recently introduced
two 12-in. and one 8-in. AURORA retrofit kits for the highway crossing signals: the AURORA 300 and the AURORA 160. The new AURORA 300 signal (300 LEDs) provides superior light output. With 1,600 candela on axis, it is the brightest LED signal in the market today. The new AURORA 160 signal (160 LEDs) offers not only improved brightness but is also the most-costeffective signal. Both signals feature regulated light output and come in completely sealed enclosures. Phone: 800-717-4477.
ALSTOM—ALSTOM’s new AURORA Gate Arm Light also benefits from the new LEDs and is three times brighter than the previous generation. With its 36 ultra bright LEDs per unit, it is actually the brightest LED gate-arm light with the widest viewing angle (30-degree) available in the market today. It exceeds the AREMA-recommended 70-degree beam spread and is compati ble with all suppliers’ highway crossing products. Tested over 200,000 operations, it has not had one single LED failure. The new AURORA Gate Arm Light is also available as a kit, which contains everything for a quick and easy one-man, one-tool, 10-min ute installation. Plus, its unique design utilizing plug-in quick connectors and coil cord allows for an easy positioning of the lights on the gate arm. Just plug and connect. Phone: 800-717-4477.
American Concrete Products— Since 1952, American Concrete Products has been manufacturing precast signal foundations. Its signal foundations are manufactured in accordance with AREMA design standards. With its sizeable inventory, the company offers 15 of the most common signal foundations, in addition to several unique ones with custom bolt patterns. Whether its signal, wayside, flashing or cantilever foundations, the experienced sales and engineering team can help determine the best products to meet its clients’ project needs. Phone: 402-331-5775.
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Communications and signaling equipment and warning devices Ansaldo STS—Ansaldo STS offers a full line of aluminum cantilevers in lengths from 20 to 40 ft. These cantilevers, designed to meet or exceed all AAR and other industry specifications, are maintenance-friendly and offer ease of installation. Both mast designs will mount on a four-bolt foundation. Phone: 412-688-2400. Ansaldo STS—The HC-20 LED light is a 12-in. highway-crossing signal that features a light emitting diode module enclosed in a cast aluminum, water-tight case equipped with side-view ports. Designed to main tain sufficient light output even if discrete LED failure should occur, the LED module is brighter than con ventional incandescent lamps and consumes approximately 30% less power. The HC-120 LED signal light meets AAR and AASHTO standards and has an estimated operating life of 100,000 hours. The HC-120LED can replace existing light units that have 30-degree/15-degree, 20-degr ee/ 32-degree and 70-degree/0-de gree spread and deflection patterns. Phone: 412-688-2400.
Capable of indefinite motor stall; and higher-strength gears and a maintenance switch that enables the mechanism gate arm support assembly to be rotatated to the down position via electrical power. The Model 95 gate mechanism can be fitted with a pedestrian gate arm. The model 95 mechanism is suitable for entrances gates and exit gates in a quad gate system. Phone: 412-688-2400. Ansaldo STS—The PN-150EVT timer is a microprocessor-based vital time element relay that is a direct plug-in replacement for the PT-55 mechan ical timer. The PN-150EVT is suit able wherever a vital delay pick-up relay is needed and it can be used for time locking, loss of shunt protection and delayed clearing of signals. A printed circuit board that includes the microprocessor and associated circuitry is mounted within a plugin-style relay enclosure. A four-character LED display on the face of the timer indicates operational status. The timing interval of the PN-150EVT timer can be set anywhere between 0 and 3,599 seconds (0 minutes to 59 minutes, 59 seconds). When used with the specially-designed adapter base, the PN-150EVT can be plugged directly into an existing PT-55 base with no wiring changes. Phone: 412688-2400. Astro-Tek Associates—Adjunct or primary controls for public and private grade-level crossing-warning systems where loss of shunt is a problem. The warning systems use test-proven logic control and lowpower buried magnetometer sensors that provide constant warning time and data activation logging as options. Phone: 203-755-2323.
Ansaldo STS—The Model 95 Gate Mechanism, meets or exceeds all AAR and other industry specifications, features an integral cast-aluminum housing and cover and is driven by a permanent magnet gear motor. It has a stall torque of 2,000 ft-lbs. Other features of the Model 95 include heavy-duty coil springs for vertical and horizontal dampers. A new solid-state motor controller includes diagnostic LEDs and test functions for confirming operation for adjacent sidewalks and features a new solidstate module that drives the gate arm during the first 45 degrees of descent. 32 Railway Track & Structures
Astro-Tek Associates—The Four Quadrant Exit Gate Control System consists of an array of special magnetic detection sensors strategically placed within an island crossing that are hard-wired to a central controller located adjacent to the track. Upon receipt of a signal from the standard track circuit that a train is approaching the crossing, the sensor array is interrogated to determine if a vehicle presence is detected within the island. In addition to the detection and control system, a data-gathering and data-retrieval system has June 2015
been developed to provide real-time information on each train’s passage. Such data provide a valuable tool to evaluate performance and reliability analysis for the design of operating algorithms embedded within the system controller. Phone: 203-755-2323.
CTC, Inc.—U-1400 vital inductive loop processor detects equipment for yard switching and interlocking applications; detects vehicles for four quad-gate crossing systems; provides enhanced shunting for rusty rail|salted crossings. Digital technology combines standard vital monitoring techniques with self-checking for consistent, reliable detection. Technical: 12 V inputs isolated from detector; 9.5 – 18 VDC. Phone: 817886-8230.
CTC, Inc.— The Interconnected Grade Crossing Operations Recorder (IGOR™) is the only grade-crossing recorder|analyzer that incorporates video recording of train and vehicle movements at interconnected crossings. Captures user-defined states of traffic signal and crossing warning systems. Features solid-state video, up to eight HD cameras, configurable parameters, notifications and alarms. AREMA- and FRA-compliant. Phone: 817-886-8207. Energy Abosorption Systems A Trinity Industries, Inc. Company— StopGate™ vehicle arresting safety barrier gate helps prevent vehicles from entering a railroad crossing. The StopGate technology ultimately changes the function of typical railroad crossing arms from one of “warning” to positive crashworthy protection. Consists of a housing that contains components for raising and
lowering gate arms, which are made up of three 19-mm-diameter energy absorbing steel cables set inside two 90-mm-diameter aluminum tubes. The tubes are connected by a series of rectangular aluminum connectors welded vertically between the upper and lower tubes. The gate arm is deployed using a vertical pivot action– similar to a crossing warning gate–and utilizes a positive locking device at each end of the arm to secure the gate across the roadway. The locking gate at the far end of the gate arm is located in the highway medium, which helps prevent traffic from going around the gate, while the gate arm itself prevents the vehicle from going through it. Maximum gate width is 55 feet (16.7 m), and it is accepted by FHWA as a NCHRP 350 TL-2 attenuator that can stop a 2,000 kg (4,400 lb.) pickup truck traveling at 70 km/h (44 mph). Phone: 312467-6750. ESCO Equipment Service Co.— Associated Signal Co.– The Ultra Lite gate arm light assembly is engineered to be the most-durable gate light available. Molded from impactresistant polycarbonate material, the one-piece device is designed to prevent breakage between the lamp and junction box. Several mounting options are available. Phone: 847758-9860. ESCO Equipment Service Co.— ESCO Safety Strobe Kit features Lightman ® Xenon Strobes, the brighest portable lights available today. Various lens colors are available. The Lightman can be attached to equipment, traffic cones, worn on reflective vest belts and clothing, anyplace where high visibility is critical. Weight 3.5 ounces. Phone: 847-758-9860. Exide Technologies—The Absolyte IIP Single Cell Module battery is designed for ease of handling in railway signal applications. The Absolyte IIP represents the third genwww.rtands.com
Equipment & Materials Guide
eration of the Absolyte product line with field-proven experience since 1983. The proprietary MFX alloy offers superior cycling and long-file capabilities. The rugged Absolyte IIP battery is able to recover from deep discharges, and can accept a high rate recharge. It is freeze tolerant. Phone: 630-862-2200. Genesis Technologies Inc.—Remanufacturing grade-crossing equipment. We understand signal systems operation and how they function in the field. We understand the critical nature of railroad signal equipment and pay attention in every aspect of our work. We ensure our products and services meet or exceed the quality required by our customers. Phone: 918-307-0098.
Genesis Technologies, Inc.—T-Boss 7400 ACDC Track Driver (pronounced tee-boss) provides 10 percent more output power than conventional ACDC track drivers and with the XP option, 25 percent more output. T-Boss7400 features: 12V DC input; four isolated AC outputs; LED status indicators for battery input and four AC track circuit outputs; efficient and cool operation; plug-in I/O connector. Three-year limited warranty. Phone: 918-307-0098 Genesis Technologies, Inc.—T-Rx 7100 Rail Shunt Augmenter System (pronounced tee-rex) helps provide reliable shunting for railroad signal systems. Features: 7.1 VDC output to track; 120 VAC or 12 VDC; system diagnostics; circuit breakers; isolated inputs and outputs; system check output; automatic switchover to DC; surge www.rtands.com
protection; plug-in style connectors; wall or rack mount; three-year limited warranty. Phone: 918-307-0098.
GE Transportation Rail—The SCX-1 (Solid State Crossing Controller) is a fully-programmable, microprocessorbased, AC/DC track circuit system designed for railroad-crossing control. The system provides reliable shunting in rusty rail conditions. It requires minimal wiring to implement and a standard crossing application program (STDXING) is included. Phone: 800-825-7090.
GE Transportation Rail—The ElectroLogIXS XP4 supports a wide range of highway-rail grade-crossing appli cations, incorporating constant warn ing time and motion detection control, crossing island train detection, vital input monitoring, vital relay drive output control and ground fault detection. Vital serial communication ports enable the ElectroLogIXS XP4 to communicate with ElectroLogISX, EC5 or VHLC systems. It can be expanded to add radio signaling capabilities or to operate remotely through a vital serial data port. Phone: 800-825-7090. GE Transportation Rail—The GE four quadrant gate control system
can operate exit gates in timed, dynamic or fallback modes of operation. GE has developed a standard configuration using a combination of ElectroLogIXS modules, along with a master program that enables users to select the operating characteristics particular to their application. Phone: 800-825-7090.
GE Transportation Rail—The GE one-track, redundant motion detector utilizes ElectroLogIXS modules to provide redundant train detection along with vital I/O. An internal gate and lamp control module can also be installed to handle most typical installations, reducing the need for external equipment. Phone: 800-825-7090.
GE Transportation Rail—The ElectroLogIXS* System family of wayside electronics from GE Transportation is designed to simplify the way you control your railroad. The introduction of the ElectroLogIXS PMD-4 and PMD-4R add to the versatility of this platform. These units will deliver superior motion-based train detection. The ElectroLogIXS PMD-4 units are offered in two configurations, non-redundant (ElectroLogIXS PMD-4) and redundant (ElectroLogIXS PMD-4R). The ElectroLogIXS PMD-4 series builds on the ElectroLogIXS platform by using already proven train detection algorithms, VPM-3 processor and vital I/O.
General Signals, Inc.—Signal lenses, roundels and reflectors. The product line also includes highway crossing bells, gate arms, gate lights, end-of-train lights, and patented gate-keeper apparatus designed to prevent destruction of gate arms when gate crashers violate a downed crossing gate. Phone: 812-474-4256. General Signals, Inc.—The aluminum/polyglas composite gate arm has an 18-ft aluminum base and a second section comprised of pultruded polyglas, a composite material utilizing fiberglass reinforced by thermoset polyester composites. Unidirectional fiberglass oriented longitudinally provides rigidity and an ultraviolet radiation stabilizer is added to polyester resin to improve weatherability. Polyglas shapes have resista nce to chemical and other corrosive environments. They are non-magnetic and non-conducting; their strength-to-weight ratio is superior to steel and aluminum and they are perfectly elastic and will not take a set if bent. Phone: 812-474-4256. General Signals, Inc.—Crossbucks are available in fiberglass and double-ribbed aluminum. These include one- and two-sided engineering and high-intensity grade models in both materials. Phone: 812-474-4256. General Signals, Inc.—Gate Keeper is a patented mechanical apparatus which can be attached to any stand ard gate mechanism, mast-mounted or pedestal-mounted. It allows for vehicles attempting to pass through a lowered gate arm to do so without damage to the gate itself. Any standa rd fiberglass/aluminum break-away gate arm used in conjunction with the Gate Keeper will, upon contact with a vehicle, swing in a concentric motion and allow the vehicle to pass, without any damage to the gate. The gate arm will then return to its original position and lock into place. A roller-bearing arm has recently been added to the design, which allows it to operate with a gate arm of up to 40 ft in length. There is a shear pin option for high-wind areas. Phone: 812474-4256.
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Communications and signaling equipment and warning devices General Signals, Inc.—The Survivor gate arm has an 18-ft base section that is manufactured from an 8-ft aluminum sleeve in conjunction with a 14-ft extruded Rovel plastic section that has a triangle cross section. Rovel weathera ble polymer is an engineering thermoplastic that combines weatherability, heat distortion and impact strength. If needed, a second section, up to 12 ft in length, made of pultruded fiberglass, is available. Phone: 812-474-4256. General Signals, Inc.—Plug-In Gate Light Kit is constructed of Xenoy, with plug-in connections to the side of the Junction Box that eliminate time-consuming hand wiring. The lights can be mounted to the arm with standard mounting hardware or by utilizing the adhesive vinyl tape on the back of each Junction Box and Pig Tail cables allow for usage on gates anywhere between 12 and 42 ft. Phone: 812-474-4256. General Signals, Inc.—Gate Lights and Junction Box are available in metal and LEXAN™. Lights are available fully assembled with signal lamp installed. Polypropylene plastic junction box features hinge lid with snap closure. Phone: 812474-4256. General Signals, Inc.—Complete line of both 8- and 12-in. highwaycrossing roundels. All standard lenses for pedestal, cantilever and back lights are available for immediate shipment. Parabolic reflectors in glass, plastic and metal are available in both 8- and 12-in. sizes. The company stocks replacement reflectors for all crossing lights and signals and has a complete line of signal lenses. Inner and outer doublets are made of LEXAN™, glass and plexiglass. All standard sizes are available, including dwarf, inverted color lights and semaphore lenses. Phone: 812-474-4256. General Signals, Inc.—Search-light lenses in LEXAN™, glass and plexiglass. Both flat and convex outer lenses are available to fit most manufacturers’ light units. General Signals’ inventory also includes plano magnifying compound lenses, plus 34 Railway Track & Structures
1-in. conicals and flat colored roundels. Phone: 812-474-4256. General Signals, Inc.—Replacement lenses for most makes and models of switch lamps still in use throughout the country. Phone: 812-474-4256. General Signals, Inc.—LEXAN™ lens protectors. All standard sizes are available. Phone: 812-474-4256. General Signals, Inc.—Electronic Crossing Bell is a totally-electronic device. The tone of the bell has been permanently recorded onto a micro-chip and is then played back through an outdoor speaker. Therefore, the warning sound duplicates that of a traditional bell. No special wiring is required; the unit is connected to the same wire leads that would be used for a mechanical bell. The electronic circuit draws less than 0.15 amps, which is approximately 10% of the current draw of a typical mechanical bell. The bell is said to meet all applicable AAR recommendations and pertinent specifications. Phone: 812-474-4256. KYOCERA SOLAR, Inc.— Solar electric power systems for railroad installations. Complete power system for wayside signaling, including intermediate signals, 2-volt track circuits and control points. Solar power systems can also be used for hot box detectors and communication sites. Systems are provided complete with all the necessary components and documentation. Phone: 262-279-5322. Leach International Corp. — Offers hermetically-sealed electrical switching components for harsh environments. Products include solid-state power controllers, keyboards and custom-engineered relay-rail control systems, positive train separation, communicationsbased control systems. Phone: (33) 3 87 97 98 97. National Railway Supply, Inc.— National Railway Supply’s introduction of the ELC Battery Charger line provides the latest in technology for battery charging with the mostwanted features at an economical price. These chargers are temperaJune 2015
ture compensated, have excellent SCR regulation and low output ripple. Models available: 12/20S, 12/20D, 12/40S, 12/40D and 12/60D. Phone: 912-920-4575. National Railway Supply, Inc.— National Railway Supply, along with EnerSys Inc., the world’s largest manufacturer of lead-acid batteries, examined the requirements of the railroad signal and communications departments and developed a smart battery solution. Thus the introduction of the Ironcald Type ELM or Exide Low Maintenance Railroad Signal Battery (flooded/wet/vented, designed to tolerate the harsh railroad environment and provide longevity that can exceed conventional maintenance-free VRLA batteries when used in similar signal applications with a more-economical price tag). Amp hour sizes range from 80AH to 710AH. Phone: 912-9204575. National Railway Supply, Inc.— Distributor for EnerSys Inc., to the rail industry. EnerSys Inc., (formerly Yuasa-Exide) is one of the largest battery manufacturers in the world, especially after completing its recent acquisitions of Hawker, Varta, Chloride, & PowerSafe batteries. National Railway Supply, Inc., and EnerSys Inc., are now able to offer one of the largest and most-complete line of batteries for every application. Phone: 912-920-4575.
Progress Rail Services Corp.— Progress Rail Services Signal Division is a leader in signal engineering and design, rail crossing design and installation, highway and wayside structure manufacturing, train inspection systems, asset protection devices and locomotive and crossing Event Recorders/DVRs. For grade crossings, Progress Rail Services manufactures structures for gates/
lights, including cantilevers and gate/cantilever combo structures, gate/flasher platforms, event recorders and cellular remote terminal units for crossing monitoring. Please visit www.ProgressRail.com for more information or call us at 800-741-7112.
Progress Rail Services Corp.— Progress Rail Services Gate/Flasher platform. The patent-pending platform can be used at new or existing installations and lets the maintainers safely access the gate mechanism without requiring extra fill material. The gate/flasher platform mounts to the existing foundation or attaches to the foundation bolts above the base. Optional extender legs can be added for steep slopes or places where extra strength is required.
Progress Rail Services Corp.— Progress Rail Services Event Analyzer. The Event Analyzer redefines the capabilities of a wayside/crossing event recorder. Not only does it integrate seamlessly with Progress Rail Services’ on-site software for instant, 24/7 crossing monitoring, the Event Analyzer is also engineering with future expansion. The base unit includes 16 digital inputs, four battery monitoring inputs, four relay outputs. It also has integrated GPS, automatic time synchronization, and an intuitive Web-based interface for product monitoring and use. Progress Rail Services Corp.— Progress Rail Services Digital cRTU. The cellular Remote Terminal Unit (cRTU) provides a wireless, Webbased remote monitoring solution for railroad crossings and other applications. The cRTU connects to a variety of channels using digital and/or analog inputs provided on the device. Each www.rtands.com
Equipment & Materials Guide channel may be programmed by the user to operate in a variety of configurations. When the cRTU senses alarm information, it will deliver this information to Progress Rail Services’ On-Site system via a 3G/4G cellular radio. Quest Corporation—Patented Appollolite Locomotive Warning Light and Control Systems allow ditch lights to be used in manual or automatic, normal illumination or timed pulsing modes at railroad crossings and rights-of-way, providing the highest level of operating safety. The Appollolite is field-proven with 12,000+ units in service and meets OEM electrical equipment and FRA requirements. Quest’s warning-light control products are used in both locomotive and transit car service. Phone: 440-230-9400.
QWICK KURB®, INC.—Qualifies for Quiet Zone use as a median separator. Consists of 3.5-in. to 4-in.-high raised separator, reboundable vertical panels with over 225 sq. ins. of reflective sheeting and reflective arcs delineating raised profile at night. Discourages driver cross-arm violations. FHWA accepted. Backed by five-year limited Road Hazard Warranty. Phone: 813-645-5972. Railroad Controls Limited a Wabtec Company—Railroad Controls is a full-service supplier of installation services for all facets of railroad wayside, highway-rail grade crossing warning signaling and communications. Phone: 817-820-6300.
Railroad Signal International— Supplier of highway grade-crossing www.rtands.com
warning systems and train-control signals. Manufacturer of complete signal system material packages, including signal houses and walkout cantilevers. Distributor of signal components, equipment and hardware. Custom design, installation and maintenance services provided. Phone: 800-543-2842.
Railway Equipment Co.—EZ Gate® Crossing Gate Arm systems with LED Gate Lamps and optional integrated Light-Out Detection system feature patented quick-connect lamps and modular gate arms to fit any crossing and provide safer installation for the maintainers with no drilling. Sawing, or splicing required to install, adjust the arm length, attach the lamps. Aluminum, fiberglass and combination gate arms available. Phone 763-972-2200. Railway Equipment Co.— The Cragg Railcharger® ATC and ETC Battery Charger Lines feature built-in temperature compensation and the ETC line has an integrated voltage monitor with relay output and adds a volt meter. Both lines may be used as power supplies, as filtering is integral. Models from 5-60 amps and from 1-42.8 volts selectable by number of cells and battery chemistry (NiCad or Lead Acid) are available. Phone: 763-972-2200.
Railway Equipment Co.—The Cragg Railcharger® SM ETC150 Battery Charger features built-in tempera ture compensation, an integrated voltage monitor with relay output, volt meter and integral filtering. This model has an output of 5-10 amps, 110/124/ 132/135/141- volts DC
selectable by number of cells (Lead Acid) and include adjustable float voltage. Built on the same legendary ETC platform, these switch machine chargers are built to last. Phone 763-972-2200. Railway Equipment Co.—The new Gate Monitor System completes the EZ Gate® Crossing Gate Arm system by providing gate position detection while in the upright or horizontal position. A tip sensor connects directly to our quick-connect gate lamp with no additional wiring to the gate lamp. The Gate Monitor mounts inside industry standard gate mechanisms and provides contact closures for Gate Up, Gate Down, Lamps Okay. Senses upright position at all times, even when gate lamps are inactive. Phone 763-972-2200.
Railway Equipment Co.—These wind brackets are designed to keep gate arms from being buffeted by high winds and from coming in contact with other structures while in the vertical position. Constructed of galvanized steel, the wind bracket arms are fully adjustable. The wind bracket can be ordered for either a 5-in. or 5.5in. outside-diameter (O.D.) mast. Phone: 763-972-2200.
Railway Equipment Co.—RECoNET® Remote Condition Monitoring System allows secure Internet Web access to remotely monitor Cragg Railchargers®, EZ Gate Arms and
Lamps, Gate Monitoring Systems, Switch Machines, and Battery systems, as well as Remote Video Monitoring of grade-crossing sites with minimal data bandwidth requirements. Analog inputs allow the user to monitor incoming voltages, incoming currents, battery voltages, battery currents, battery temperatures, with notifications. Phone 763-972-2200.
S&C Distribution Co.— The Model 355 Signalman’s Meter features four switch selectable scales (volts, Ohms, 10Amp, 30amp) used in traditional applications. You can view AC and DC simultaneously on the digital display. From the Volts and Amps Scales, Spectrum Analyzers graph from 0Hz (DC) to 20KHz , with range low ends of 20mV (-31.7db) Volts and 60mA (.06Amp) Amps. All Service items are accessible from the outside. Phone: 708-444-4908.
S&C Distribution Co.—The Model 344 Short Finder Plus, is designed to assist in quickly locating track circuit shorts and opens, insulated joint status, track ballast conditions, connection resistance of bonds and track wires and qualification of the resistance values of signal testing shunts. Includes a spectrum analyzer with frequency range of 0Hz (DC) to 20KHz, with a low end sensitivity of .020 Volts or -31.7db. It has two user selectable frequencies, 3KHz and 24KHz. It is also equipped with a voltage mode, which will display up to 17 Volts DC and 17 Volts AC. Phone: 708-444-4908.
Railway Track & Structures
June 2015 35
Communications and signaling equipment and warning devices 20 ft long, making it ideal with overhead obstacles and high-wind situations. The gate mounts directly to the existing break-away mechanism and can be fully installed in less than two hours. Other applications include four-quad closures and whistle-ban areas. Phone: 610-432-4612.
S&C Distribution Co.—The S&C Model 322 Shunt/Coupler Tester was designed for testing narrow and wide band shunts and couplers. It was made for field or in the shop use, helping the signalman to know the center frequencies, tuning characteristics, attenuation, thru-put capacities and leakage characteristics of each shunt or coupler in the approach “network.” Phone: 708-444-4908.
S&C Distribution Co.—The Model 1010 Portable Data Recorder, is a digital and analog recording device particularly used for addressing clearon-arrival problems. Monitors up to 16 contact closures and/or floating outputs and two analog inputs for tracking voltage or low level current. The use of an SD card to store data. Compatible with wire size No. 20AWG to No. 10AWG. Phone: 708-444-4908.
S&C Distribution Co.—The Model 500 Jumper Keeper System. Maintainers won’t leave signal jumpers if they are using the in-vehicle Jumper Keeper System. The Rack Unit stores the jumpers and the Dash Unit provides the 80-dbA audible and red-light alarms when a jumper is missing (left at the crossing). System accommodates up to 30 jumpers. Phone: 708-444-4908. Safe-Crossings—Safe-Crossings telescoping rail crossing gate provides full roadway closure up to 50 ft. The vertical height of the gate is only 36 Railway Track & Structures
Siemens Rail Automation—Safetran provides a complete, pre-wired crossing warning and control system, packed in a portable workshop and storage shelter. Everything needed is loaded into a shipping container and delivered directly to the crossing site. Items are packed in the order that they will be needed, eliminating unpacking and repacking. The container is weatherproof and can be locked to reduce theft and vandalism. Phone: 502-618-8800. Siemens Rail Automation—Walkout cantilevers are available in singleand dual-mast styles to support arms ranging from 12 to 40 ft. These all-aluminum assemblies are easy to install and are available with a complete line of flashing light units, crossing signs and bells. An optional arm allows a gate mechanism to be mounted on the cantilever. Phone: 502-618-8800.
Siemens Rail Automation—The S-60 Entrance and Exit Gates from Safetran are designed for full integration into crossing-control systems, including remote monitoring, testing and reporting at the field and central office levels. Gate MTTR (mean time to restore) is minimized through LED diagnostics, plug-in PCBs and use of an electric brake. The “Maintenance Switch” function will raise the heaviest counterweight stack, allowing the longest gate arms to be repaired or replaced. Entrance and Exit gates share 90% of components to simplify maintenance June 2015
and reduce spare-part inventories. Safetran Model S-20 and S-40 gates can be upgraded to full S-60 capabilities. Phone: 502-618-8800. Siemens Rail Automation—Complete Flashing Light Signal assemblies are available with either incandescent or LED light heads. Assemblies can include extruded aluminum crossbucks, track signs, mast, base, pinnacle, bell, either type flashing light unit, crossarms, backgrounds and visors. Specify front, back, left, right-hand indication. Sidelights in LED heads are illuminated direct from the main light source. Phone: 502-618-8800. Siemens Rail Automation—Three mic rop rocessor-controlled, solidstate crossing controllers are offered. All are available in 20-amp and 40-amp versions and have programmable flash rate, gate delay and Loss-Of-Shunt Timers. Lamp output is regulated which eliminates seasonal voltage adjustments. The SSCCIII PLUS model adds selectable input logic programs that eliminate relays in most applications, such as second-train-coming, directional sticks and traffic signal preemption. The SSCCIV model adds vital communications for applications such as four-quadrant crossing gates. Phone: 502-618-8800. Siemens Rail Automation—The Safetran Event Analyzer Recorder II, SEARII, is a flexible, cost-effective system for monitoring and reporting equipment operation at grade crossing, interlocking and wayside signal installations. The base unit, with 100,000 event storage, can monitor most signal installations. Both I/O and event storage capacity can be expanded to monitor the mostcomplex installations. All event stor age has battery back up. SEAR II has built-in, automated testing functions and indicators and remote comm unications and reporting links. The sophisticated programming is capable of describing alarm conditions, test modes, communications options and control functions independent of the actual unit wiring. The sup porting Wayside Alarms Management Systems (WAMS) office applications provide the user interface for alarm acknowledgement, initiating control
functions and a Web interface to field locations. Phone: 502-618-8800. Siemens Rail Automation.— Safetran’s S3/Link and new HighSpeed-Link Spread Spectrum Radios are designed to provide communications over distances up to 10 miles for signaling and general-purpose data transmission. They provide a method of sending crossing record er data from crossings to central locations. When used in combination with HD/Link, vital circuit information such as DAX circuits can be sent between crossings. No FCC license is required for either system and units can be arranged to form point-topoint or point-to-multi-point networks. Phone: 502-618-8800. Siemens Rail Automation—GCP 4000, the first fully-integrated crossing control system, integrates five separate crossing control functions into one comp act unit that delivers the most efficient and cost-effective train detection/ crossing control system available. The system controls all warning, monitoring and reporting functions at a crossing and allows remote set-up, trouble-shooting, testing and reporting of crossing operation via multiple communications options. Ownership costs are significantly reduced through elimination of all mechanical relays in a crossing, reduction of crossing installation and set-up costs— labor and material—and reduced space requirements. The automated inspection, monitoring, testing and remote reporting capabilities significantly improve crossing maintenance efficiency. Overall, the system has the potential to reduce crossing downtime, rail and highway traffic delays and total crossing ownership costs. Phone: 502618-8800. Siemens Rail Automation— Safetran’s standard, solid state, electronic bell is available in loud or soft tone versions for use at conventional crossings. The new E-Bell ™ electronic bell contains a circuit that monitors bell performance, allowing the E-Bell to be used in crossings equipped with the most advanced monitoring/testing/reporting systems. Phone: 502-618-8800. www.rtands.com
Equipment & Materials Guide S iemens Rail Automa t i o n — Safetran supplies “Railroad Crossing,” “Railway Crossing,” “Stop on Red Signal,” and “Number of Tracks” signs for all types of signal applications. They are low-cost, long-lasting, lightweight, easy-toerect and maintain and corrosionresistant. The reflecting material, attached permanently to the sign face, has wide-angle reflecting qualities to make the signs visible day or night. Phone: 502-618-8800. Siemens Rail Automation—The FLX4000 LED-type flashing light head is a one-piece replacement for incandescent flashing light assemblies. The sidelight is directly illuminated by the main light source. The LEDs provide uniform light output down to four volts. Chromaticity (color) is nearly identical to incandescent flashing light and beam intensity is superior. Beam alignment is not required. Incandescent flashing lights are available in 8-3/8-in. and 12-in. diameters with a variety of lens options. Phone: 502-618-8800. Siemens Rail Automation— Safetran’s Gate Arm Helper Model 076575-X is an application device that allows one person to apply breakaway types of gate arms in the field. It consists of an adjustable tripod stand to support the arm while the base end is lifted into place and clamped to a conversion bracket at right angles to the roadway. The user then returns to the stand, lifts and rotates it to operational position. The shear pins are reapplied, the clamp removed and the job is complete. Phone: 502-618-8800. Siemens Rail Automation—Model 2000 Motion Sensor is available in a non-redundant system and redundant configurations. The non-redundant system is designed for two-track installations and provides independent programming of transmit frequencies for Track 1 and Track 2. The redundant system is designed for use in single-track installations. The transmit frequencies for both systems are field-programmable. Both Model 2000 Motion Sensors are equipped with Safetran’s poor-shunting detection software. Phone: 502-618-8800. United Rentals Highway Technologies – Signs and barricades for www.rtands.com
rusty rail applications, poor track conditions and does not require insulated joints. Directional and stick logic make this the choice for reliable crossing applications. Phone: 817-291-3478. grade-crossing reconstructions. From sign fabrication to railroad crossing closures, United Rentals offers a comprehensive line of traffic control products and services for railroad customers. All signs and barricades are NCHRP-350 accepted and meet state specifications. Traffic control consulting services are also available. Phone: 630-932-4600. velcorp/gems®—GEMS introduces the “GOLD” series lamps, warranted for five years of continuous operation. Every lamp is tested for filament position and quality control. These lamps are in addition to the 12,000+-hour RS (rough service) series lamps for signaling and safety applications. In conjunction, GEMS has introduced GEMS sockets featuring a 10-year warranty. Phone: 904-230-2840. velcorp/gems®—Long-life, highreliability railroad lamps for gradecrossing and gate-arm lights. A voltage rating of 8.8 volts satisfies FRA 85% lighting requirements. Lamp life is up to 7,000 hours. A 12-watt lamp that is as bright as an 18-watt lamp is available. Every lamp is inspected for filament position and tested to ensure quality control. Phone: 904230-2840. velcorp/gems®—LED power-off indicator for use with the company’s Power Off Indicator housings is powered by the battery bus in the railroad bungalow and monitors the VAC input to the bungalow. Phone: 904-230-2840.
Vossloh/Global Rail Systems—The ATC series of crossing/warning train detection allows the application in difficult crossing scenarios. Its design allows for dependable detection in
Western-Cullen-Hayes, Inc.— The 12-in., flashing-light, Model 985-201 highw ay-crossing signals have a deep-dish design, external peep sight, new roundel, aluminum-coated-plastic reflector, and new lamp bracket. The 985201 light uses a combination of aluminum-coated-plastic reflector and a newly-designed 30-degree x 15-degree roundel to achieve unsurp ass e d light output with a standard 25-watt lamp. Even when the reflector becomes scra tc hed and dirty, it can out-perform most available crossing signal lights. The new lamp bracket, with set screw adjustment, permits easy foc using of the bulb. Complete ass emb lies can be ordered with all-alumin um mast, crossb uck, track sign, “stop-on-red sign al” sign, base, pinnacle, bell, flashing lights (now available with LEDs), backgrounds and light hoods. Both one- and two-way indication light assemblies are available, in 8-3⁄8in.- and 12-in.-diameter sizes. Other arrangem ents can be fur nished to meet particular requirements. Side lights are provided as well. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.—A complete selection of grade-crossing signs includes an extruded aluminum crossbuck, a track number identification sign and a “stop-on-red signal” sign. All are aluminum for easy maintenance. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.— Highway-crossing bell Model 0333 features an adjustable ringing rate, a condenser, improved intensity and a special locking feature that allows the bell cover to be secured with a standard AAR hex-nut wrench
and a padlock. Both loud- and softtone hammers are available. All bell models are made with a castaluminum cover for easy access and all are adaptable to any signal, or can be mounted on the mast or wall. Also available is Model 0333-2, which operates on low-voltage a.c. or d.c. and Model 0666, operating on 120 volt a.c. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.—Model 3597 Gate Mechanism is an innovation in crossing gate mechanism technology, which features a new motor and electronic gate monitor along with other improvements. The Model 3597 is protected from damage when a gate is knocked off, obstructed while powering up, pumping, or power to the mechanism is lost. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.— Electronic highway crossing bell features volume and impulse rate adjustability. The Model 0777CFR incorporates a solid-state design with no moving parts. Allaluminum construction provides lightweight, maintenance-free operation. The bell operating circuit board features EP-ROM Memory, volume and impulse-per-minute rate adjusta ble on circuit board, readily-accessible, separate compartment for operating circuit board, two-post terminal strip in base and can mount to 5- or 4-in. mast. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.—The “Gate Gard” adapter permits the gate arm to pivot with the impact of a motor vehicle and safely return to its normal horizontal position, even with 40-ft arms. The latch design of the “Gate Gard” reduces the violent rebound that some ordinary springloaded adapters can generate. Phone: 773-254-9600.
Fillers and fasteners Crown Steel Rail Co.—The Flangemaster is designed to provide a pro per flangeway and ensure a smooth crossing. It is adaptable to paved and industrial areas where tracks are installed. A rigid steel guard bar provides a smooth surface between tracks, so that rubber-tired or steel-
Railway Track & Structures
June 2015 37
Fillers and fasteners washerhead eliminates the need for separate washer and seals out moisture to prevent rust and wood decay. Phone: 800-328-3480.
wheeled vehicles can cross without jolting or unnecessary bumping. It is suitable for use with concrete, asp halt or plank crossings. The system is simple in design, easy to install and reduces job and maintenance costs. Installation requires only blocks and steel guard bar. Phone: 248-593-7100.
FAB-RA-CAST®—FAB-RA-FILLER™ bonds completely to the rail steel and to the panel regardless of its composition and retains its elasticity permanently. Because it is mixed on-site and poured in place, the material can be molded to provide a totally-flat running surface between the app roach panel and rail head. FAB-RAFILLER is a non-conductor, making it safe for use in signal territory to help isolate the rails. Phone: 248354-7185, 404-453-2617.
GKI Cutting Tools—Distributor of carbide bits for rail drilling tools. Repair of bit holders at a savings of 50% or more over cost of new holders. Phone: 815-459-2330.
HiRAIL Corp.—Rubber rail seal is designed to protect the rail and to provide a pre-formed flangeway throughout the crossing surface. Fitting snugly against the rail on both gauge and field sides, it provides a buffer between the asphalt and the rail. Its rubber composition can flex with heavy rail traffic. The rubber flexes with changing temperatures and repels road chemicals. Phone: 800-274-7245. 38 Railway Track & Structures
International Track Systems, Inc.—ITS, Inc., Rubber Rail Seals are designed for easy installation and longevity. Our 70 Duro EPDM Rubber Rail Seals reduce harmful impact and vibration at the grade crossing and imp rove the overall quality of the crossing. Our FastCam Clamps are easy to install and tighten in seconds. Rail Seals available in all sizes.Phone: 724-658-5970. International Track Systems, Inc.—The Flangeway Filler Strip by ITS, Inc., eliminates the flangeway gap so industrial trucks can cross smoothly. The Flangeway Filler Strip also eliminates the safety hazard that a flangeway creates by preventing shoes, bike tires and debris from getting into the gap.The Flangeway Filler Strip compresses under the wheels of the rail vehicle and rebounds when it passes. Many shapes and sizes available. Custom orders accepted. Phone: 724-658-5970. Lewis Bolt & Nut Co.—Sealtite Dome Head Drive Spikes have a thin domeshaped head that eliminates counterboring, thus preventing excessive timber decay and rust, and reduces maintenance. Low profile adds to worker safety. The large-diameter head seals moisture away from spike shank and prevents rust, and the extra-large bearing surface holds tight. Installed with a pneumatic air tool or with a maul, the spikes are used to fasten highway-crossing planks. Phone: 800-328-3480. Lewis Bolt & Nut Co.—Speciallycoated, 5/8-in.- and 3⁄4-in.-diameter, Recessed-Head Timber Screws for crossing planks allow quick installation with standard tools. Pre-boring is recommended, but is not necessary, and the screws are available in various lengths with either round or square heads. Forged one-piece June 2015
Lewis Bolt & Nut Co.—Washerhead timber drive spikes are single-forged, which eliminates both the need for a separate washer and the corrosion that occurs between washer and head. The spikes can be driven with a maul or pneumatic spike driver, and can be removed with hand or power tools. The threads have excellent holding power, and the spikes are easily and quickly installed and removed. They are used in highwaycrossing planks and other timber structures. Phone: 800-328-3480.
Magnum Manufacturing Corp.— Rubber flange filler is a durable rubber placed in the flange to prevent dirt and debris from filling the crossing. The filler completely surrounds the flange with a thick rubber section and prevents rocks and other obstacles from being pressed into the flange area under train traffic. Fillers can be used on wood or concrete ties and on all rail sizes from 90 lbs to 136 lbs. These reusable flange fillers are designed for easy installation. Phone: 801-785-9700.
OMNI Products, Inc.—OMNI Virgin Rubber RailGuard™ (VRA) is made
from 100% virgin rubber. RailGuard is used with asphalt or pour-inplace concrete. VRA protects the track structure by absorbing traffic impact loads, and provides a positive flangeway, which controls surface water runoff and prevents breakup of the asphalt or concrete at the rail interface. RailGuard can be produced for 90-lb to 141-lb rail sizes. RailG uard can be ins talled on either timber or concrete ties. Phone: 815-344-3100.
Performance Polym ers Inc.— PPI Railseal profiles have been designed to provide a smooth tran sition between road surface and the rail-track structure. The rubber inserts are engineered to dampen vehicle loading and absorb energy at the rail interface. The profiles are manufactured from speciallyformulated rubber comp ounds designed specifically to prov ide outstanding performance and durability in the railroad crossing environment. Products are available in all rail sizes and fastening configurations or can be custom designed for specific requirements. Phone: 888-222-5968.
Polycorp Ltd. —ISO 9001 Registered, Epflex® Railseal Interface and Eplock II have revolutionized the asphalt crossing. Our patented Eplock II clips mean fast, safe, long-lasting crossings with increased structural integrity. Our broad product line allows for custom solutions for embedded rail problems. Extruded from virgin materials, Epflex Railseal Interface is available in all sizes and unconditionally guaranteed. Phone: 800265-2710. Rails Company—Grade-crossing rail anchors protect rails at grade www.rtands.com
Equipment & Materials Guide unique rail profile configurations and grade-crossing system applications and now carries ballast regulator broom elements. Phone: 972-875-1406.
crossings, industrial sidings and other areas requiring moderate longitudinal rail restraint. They minimize spike pull, tie wear and unstable subgrade, which can result from vertical motion caused by train and highway traffic. A Rails Compression Rail Anchor acts as a spring, absorbing the vertical movement of the rails; two torque timber screws provide secure hold-down. The fasteners fit all rail sizes and install quickly with no pre-drilling required. Phone: 973-763-4320.
Ready Road Repair—This product is a ready-to-use asphalt paving/ patching material that is a durable, permanent and all-season asphalt that will perform equally well under wet or dry conditions. Following application, the crossing can be opened to traffic immediately. Available in 3-1⁄2-gallon pails and 55-gallon drums. Phone: 954-321-9661. RFR Industries, Inc.—Complete grade-crossing packages utiliz-
Housings, foundations ing the RFR Flange Insert System or the RFR Rail Seal System. The RFR Flange Insert System, featuring the POP-DOWN™ gauge insert, is used with full-depth concrete panels or timber planks and is des igned for new installations and retrofitting existing open flangeways. The RFR Flange Insert System fits 90-lb to 136-lb RE rail sections, and flangeway openings of 2-1/2 ins., 2-3/4 ins., and 3 ins. The Rail Seal System is used with poured-in-place asp halt or concrete, and fits 90/100-lb, 115-lb and 133/ 136-lb RE rail sections. RFR Flangeway/Rail Sealants are anchor-adaptable, accommodate concrete- or timber-tie rail fasteners, require no special tools or equipment for installation, and no specific tie spacing for support and are connected at each joint to ensure a cons iste nt and precise seal between the rail and crossing panels. The RFR Flange Insert System and Rail Seal System can be produced in custom lengths up to a maximum of 40 ft, will accommodate any degree of track curvature and are maintenance-free and reu sa ble. RFR Industries also designs and supplies flangeway-rail sealant for
Fabricated Metals LLC—Instrument houses and cases in steel, stainless steel, aluminum, galvanized steel, Corten can be custom designed/ manufactured to meet customers’ needs for grade-crossing products. Standard/optional items include air conditioners, vent fans, foundations, lighting, electrical outlets, racks, insulation. Track signs, flashing lights, miscellaneous signal gradecrossing products available. Phone: 502-363-2625.
Precision Quincy Corp.—Manufacturing lightweight concrete,
stainless steel, galvanealed steel or aluminum equipment shelters constructed for rail applications. Standard sizes: 4’ x 4’ through 12’ x 50’. Modular designs available: up to 24’ x 50’. Options include: turnkey electrical, bulletresistance, integrated foundation piers, powder coat paint and various aesthetic exteriors. Phone: 815-338-2675.
PTMW, Inc.—O.E.M. Metal Enclosure and Fabrication. A leading manufacturer of steel and aluminum signal/communication houses and cases, custom designed and fabricated to customer specifications. Powder coating and other options available. ISO & WBE Certified. Phone: 785-232-7792. Siemens Rail Automation—A full line of instrument cases and houses are available to meet your needs for grade-crossing controls or any other purpose. Standard and optional items include surge panels, power wiring, groundfault outlets, vent fans, lighting and convenience outlets, relay racks, insulation, foundations. Phne: 502-618-8800.
Did we miss you? If you have products that should be included in next year’s Grade-crossing Equipment & Materials Guide, let us know. Provide a brief description of about 50 words, giving the important specifications, data and performance characteristics of each item you submit. Provide one selected image, either in digital or in hard copy, of one of the items. More than one may be submitted, but RT&S typically limits the number of photos appearing to one per manufacturer per category. RT&S 2016 Grade-crossing Equipment & Materials Guide 20 South Clark Street, Suite 1910, Chicago, IL 60603 Voice: 312-683-0130 • E-mail: jnunez@sbpub.com www.rtands.com
Railway Track & Structures
June 2015 39
Flangeway-filler material data Polycorp
HiRAIL RS
OMNI Rail-Guard VRA
Performance Polymers Inc. RAILSEAL
Epflex Railseal
Rail-Way Inc.
RFR
RFR
Flange-Insert System
Rail-Seal System
RFR X-Trac System
TRANSPO® INDUSTRIES
Virgin material
Molded, virgin rubber
Extruded, virgin rubber
Extruded, virgin rubber
Extruded, virgin rubber
Extruded, virgin material
Extruded, virgin material
Extruded, virgin material
Molded, virgin material
90” & 96”
to 16’
Optimal=8’ Range=5-16’
to 15’
to 40’
to 40’
Cut to length
Cut to length
Concrete panels
Poured-inplace concrete or asphalt
Poured-inplace concrete, or asphalt
Asphalt, poured concrete, concrete panels, timber panels
Poured-inplace concrete or asphalt, concrete panels, timber panels
Poured-inplace concrete or asphalt, concrete panels timber, panels
Concrete panels or timber planks
Poured-inplace asphalt or concrete
Precast concrete panels
Precast polymer concrete panels
Sections connected
No
Yes
Yes
Yes
Yes (Clipped)
Yes
Yes
Yes
No
No
Tie spacing
All
All
18” or 24”
All
All
All
All
All
All
All
Special tools required
No
No
No
No
No
No
No
No
No
No
Retrofit to existing crossings
Yes
No
No
Yes
Yes
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Fasteners required
No
No (optional)
No
No (optional)
No (are available)
No (optional)
No
No
No
No
Usable with rail anchors
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Adaptability to various rail fasteners
All
All
All
All
All
Yes
Yes
Yes
Yes
Yes
Century Type of material Lengths Types of crossing surfaces to be used with
Reusable
www.rtands.com
Virgin material 8’/9’/10’ Std. up to 40’
to 20’
Railway Track & Structures
BODAN Level Crossing System
June 2015 41
Grade-crossing surface data The information on pages 41-45 provides dimensional and structural data on highway grade-crossing surface materials, along with flangeway-filler material, available nationally. The data given are intended to help railway and highway engineers in their selection of appropriate materials for specific projects. American Concrete Shuntless Lag/ Lagless
American Concrete Shuntless PFW - Lag/ Lagless
Century Group Inc. Concrete Lag Type
Century Group Inc. Concrete Lagless
HiRAIL Full-Depth Rubber
Koppers Standard Timber
KSA Full-Depth Reinforced Concrete
LT Resources Endurance® XL Composite Crossing
LT Resources Endurance® XL PLUS Composite Crossing
Omega Lag-Down
Omega Non-Lag
OMNI Improved Concrete (ConcreteRubber)
8’6” w 9’0” w/c 10’0” w/c
8’6” w 9’0” w/c 10’0” w/c
8’-6”/W 9’-0”/W 10’-0”/W
9’-0”/W 10’-0”/W 10’-0”/C
8’-6”/W/C 9’-0”/W/C 10’-0”/W/C
8’0”/W 8’6”/W 9’0”/W
8’-6”/W/C 10’-0”/W 10’-0”/C
8’-6”/W/CP 9’-0”/W/CP 10’-0”W/CP
8’-6”/W/CP 9’-0”/W/CP 10’-0”W/CP
9’-0”/W 10’-0”/W
9’-0”/W/C 10’-0”/W/C 8’-3”/C
9’-0”/W/C or 10’-0”/W/C
19-1/2” or custom
19-1/2” or custom
18” or 19-1/2” 20”
18” or 20” 24”
18”
19-1/2”
19-1/2” or 24”
19-1/2” or custom
19-1/2” or custom
Maximum length of tie plates
As required
As required
18”
16”
18”
Any
As required
18”
Any
5/8” x12” H5
5/8” x12” H5
3/4”x12”
N/A
3/4”x101/2”
As specified
A/S
Size of fasteners
As specified
Type of fasteners
T/optional
T/optional
TW
N/A
T
D, L,T
T
Fasteners furnished
Yes
Yes
Yes
N/A
Yes
Optional
Additional washers necessary
N/R
N/R
No
N/A
N/R
Additional washers furnished
N/R
N/R
N/A
N/A
# fasteners per tie - maximum
6
6
4
# fasteners per tie - average
4
4
Crossing pads predrilled
No
Spike holes countersunk Spike hole plugs furnished
Length of ties/type W=wood, C=concrete CP=composite
Tie spacing
18” or 19-1/2” 18” or 19-1/2” or 20” 19-3/16” or 24” C/W or 20” W 24” C
18” or 24”
As required
As required
16”
As specified
3/4”x12”
N/A
3/4”x12”
L
L
T
N/A
T
Yes
Yes
Yes
Yes
N/A
Yes
N/A
No
No
No
No
N/A
No
N/R
N/A
No
N/A
N/A
N/A
N/A
No
N/A
4
8
4
16
16
10
N/A
4
2
N/A
2
8
2
6
6
6
N/A
2
No
Yes
N/A
Yes
As specified
Yes
Yes
Yes
N/A
N/A
Yes
Yes
Yes
Yes
N/A
Yes
As specified
Yes
Yes
Yes
Yes
N/A
Yes
No
No
No
N/A
Yes
N/R
No
As required
As required
No
N/A
No
8’ 1 1/2” w 10’ w/c custom
8’ 1 1/2” w 10’ w/c custom
8’ 1 1/2” 9’ 10’
9’ 10’
36”
8’-0”
8’ 1 1/2”
8’ 1 1/2”
4’-12’
6’/8’/8’11/2”/9’/10’/ 12’
8’ or 9’
Length of field panels
8’ 1 1/2” w 10’ w/c custom
8’ 1 1/2” w 10’ w/c custom
8’ 1 1/2” 9’ 10’
9’ 10’
36”
8’-0”
8’-0” 8’-1 1/2” 10’-0”
8’ 1 1/2”
8’ 1 1/2”
4’-12’
6’/8’/8’11/2”/9’/10’/ 12’
Gauge pads # of pieces
1
1
1
1
1
2
1
2
2
1
1
Length of gauge panels
42 Railway Track & Structures
June 2015
8’-0” 8’-1 1/2” 12’-0” 10’-0”
8’ or 9’
Conc. 1 Rubber 2
www.rtands.com
N/R N/A
= Not Required = Not Applicable
D = Washer head drive spikes L = Lag screws
+ LW 1
= At additional cost T = Timber screws = Lag screws with attached washer TW = Timber screws with attached washers = The degree of curve allowable is proportionable to the length of the crossing.
If a supplier of a nationally-available crossing surface wishes to update or correct any of the data for future revisions or include a product that has been omitted, send the relevant information to: RT&S Grade Crossing Data Sheet, 20 S. Clark Street, Ste. 1910, Chicago, IL 60603. (The material included is modeled on the format originally developed by Cliff Shoemaker, formerly Union Pacific’s director of industry and public projects, for UP’s Grade Crossing Surface Data Sheet.) OMNI Steel Reinforced
OMNI Heavy-Duty Virgin Rubber
OMNI Embedded ConcreteRubber
OMNI Tracast
Polycorp Ltd. Full-Depth Rubber
Polycorp Ltd. Concrete
Premier LRT Modular System
Premier Freight Modular System
Rail-Way Inc. Full-Depth Rubber
Rail-Way Inc. Concrete
9’-0”/W/C 10’-0”/W/C
N/R
8’-6”/W/C 9’-0”/W/C
9’0”/W/C 10’ 0”/W/C
N/R
N/R
8’-6”/W/C 9’-0”/W/C
9’0”/W/C 10’ 0”/W/C
N/A
18”
18” or 19 1/2”
N/A
N/A
18”
Stella-Jones StarTrack Oldcastle Corp. Precast Full-Panel Concrete-HD Timber
StarTrack Oldcastle Precast Concrete
Steel Crossing Inc.
TRANSPO® INDUSTRIES BODAN Level Crossing System
8’-6” 9’-0” 10’0”
8’-6”/W 9’-0”/W 10’/W
N/R N/R
N/R N/R
8’-6”/W 9’-0”/W
18” or 19 1/2”
19-1/2”
N/A
N/A
19-1/2”
16”
As specified
As specified
N/A
N/A
16”
3/4”
3/4”x12”
3/4”x12”
As specified
N/A
N/A
3/4”x12”
Bolts
Bolts
T
T
D,L,T
Pandrol
Pandrol
T
Yes
Yes
Yes
Yes
Yes
Optional
Yes
Yes
Yes
N/R
No
No
No
N/R
No
As specified
N/R
N/R
No
N/A
N/R
No
Y-Lock
Y-Lock
N/R
No
As specified
N/R
N/R
No
6
N/A
8
6
N/A
N/A
8
6
8
N/A
N/A
8
6
3
N/A
6
3
N/A
N/A
6
3
8
N/A
N/A
8
Yes
Yes
Yes
N/A
Yes
Yes
Yes
Yes
Yes
Yes
Yes
N/A
N/A
N/A
Yes
Yes
Yes
N/A
Yes
Yes
N/A
N/A
Yes
Yes
As specified
N/A
N/A
Yes
Yes
Yes
No
N/A
Yes
No
N/A
N/A
Yes
No
No
N/A
N/A
N/R
36”
36”
8’ or 8’11/2” or 9’ or 10’
6’ Conc. 6’ Rubber
36”
8’-1 1/2” or 9’0”
4’ or 8’
4’ or 8’
36”
8’-1 1/2” or 9’0”
8’-1-1/2”
60”
60”/90”/210”
72-1/2”
36”
36”
8’ or 8’11/2” or 9’ or 10’
N/A
36”
8’-1 1/2” or 9’0”
4’ or 8’
4’ or 8’
36”
8’-1 1/2” or 9’0”
8’-1-1/2”
60”
60”/90”/210”
72-1/2”
1
1
1
Conc. 1 Rubber 2
1
1
2
2
1
1
2
1
1
4
8’-6”/W 9’-0”/W
8’-6”/W or 9’-0”/W or 10’-0”/w
18”
18”
16”
16”
16”
N/A
16”
As specified
N/A
N/A
5/8”x 10-1/2”
3/4”x 7-1/2”
3/4”x 12”
3/4”
3/4”x12”
3/4”x12”
3/4”
TW
T
T
Bolts
T
T
Yes
Yes
Yes
Yes
Yes
No
No
No
N/A
No
No
No
18
14
9
18” or 19-3/16” or 19-1/2” or 20” or 24”C
www.rtands.com
Railway Track & Structures
Any
Any
N/R
N/R
N/R
N/R
N/R
N/R
N/R
No
N/A
N/A
24”
24” or 48”
1
June 2015 43
Grade-crossing surface data LT Resources LT Resources EndurEndurance® ance® XL XL PLUS Composite Composite Crossing Crossing
American Concrete Shuntless Lag/ Lagless
American Concrete Shuntless PFW Lag/ Lagless
Century Group Inc. Concrete Lag Type
Century Group Inc. Concrete Lagless
HiRAIL Full-Depth Rubber
Koppers Standard Timber
KSA Full-Depth Reinforced Concrete
Depth of material
Full
Full
Full
Full
Full
Full
Full
Full
Steel reinforced
Yes
Yes
Yes Grade 72
Yes Grade 72
No
No
Yes
Tongue & groove design
No
No
No
No
Yes
No
No
Omega Lag-Down
Omega Non-Lag
OMNI Improved Concrete (ConcreteRubber)
Full
Full
Full
Full
N/A
N/A
Yes
Yes
Yes
No
No
No
No
No
8’ 1 1/2” 3300#
8’ 1 1/2” 3300#
3300#
3300#
575#
570#
3300# 5000#
525635#
755802#
34005100#
34005100#
Rubber 185# 12’ Conc. 4500# 4’Conc.3400#
8’ 1 1/2” 1730#
8’ 1 1/2” 1730#
1300#
1750#
230#
462#
1750# 2500#
350425#
495798#
18002700#
18002700#
Rubber 185# 12’Conc. 2400# 9’Conc. 1800#
Shims furnished
N/A
N/A
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
Shim material
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/A
N/A
N/A
N/A
N/A
Shim fasteners furnished
N/R
N/R
N/R
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Bearing pads recommended
As specified
As specified
As specified
As specified
No
N/A
Yes
No
No
As Specified
As Specified Wood Tie, Yes Concrete Tie
Yes
Bearing pads furnished
Optional
Optional
Yes
Yes
No
No
Yes
No
No
As Specified
If specified
Yes +
Header board required
No
No
No
No
No
N/A
No
No
No
No
No
No
Type of header material
N/A
N/A
N/A
N/A
N/A
No
N/A
N/A
N/A
N/A
N/A
N/A
Header material furnished
N/A
N/A
N/A
N/A
No
N/R
No
N/A
N/A
N/A
N/A
N/A
Maximum curve allowable
Any
Any
20 +
20 +
20
6
6
16
16
630
630
16
Yes
Yes
Yes
Yes
No
No
No
Yes
No
Yes
N/A
No
End plates available
Yes
Yes
Yes
Yes
Yes
N/R
Yes
Yes
Yes
Yes
Yes
Yes
End plates furnished
Optional
Optional
Optional
Optional
Optional
N/A
Optional End Plates/Beveled Eds
Optional End Plates/Beveled Eds
Optional End Plates/Beveled Eds
Optional
Optional
Yes +
Gauge flangeway type/ Flangeway opening
Rubber
Rubber
Attached Rubber
Attached Rubber
Rubber/ 2-1/2” or 3”
Timber/ 2-1/2”
Composite/ 3”
As Specified/ 3”
Composite/ 3”
2 1/2”ADA 3” main line
2 1/2”ADA 3” main line
Rubber/ 2-3/4”
Yes
Yes
Yes
Yes
Yes
No
No
No
No
Yes
Yes
Yes
Weight of gauge panels
Weight of field panels
Can materials be ordered, cut or modified for use in switches?
Insulation/Rail Isolation
44 Railway Track & Structures
June 2015
www.rtands.com
StarTrack Oldcstle Precast Concrete
Steel Crossings Inc.
TRANSPO® INDUSTRIES BODAN Level Crossing System
Full (16”)
Full (14”)
Full
4”
No
Yes
Yes
Yes
Yes
No
No
No
No
No
No
570#
3500#
700#
10,400#
5’-6370# 7’-6”-9555# 17’-6”-22000#
475#
500#
4’-3500# 8’-7000#
225#
1400#
500#
With gauge (one piece)
With gauge (one piece)
400#
500#
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/A
N/R
N/A
N/A
N/R
N/R
N/A
N/A
N/A
N/A
N/A
N/R
N/R
N/A
N/A
N/R
N/R
N/A
N/A
N/A
No
N/A
N/R
No
As specified
Yes
Yes
No
As specified
No
Yes
Yes
No
N/A
Yes +
N/A
No
Optional
Yes
Yes
No
Optional
No
Yes
Yes
No
N/A
No
No
No
No
No
N/R
N/R
No
No
N/A
No
No
No
No
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
No
No
No
N/A
N/A
25
16
25
16
221
Any
Any
Any
221
Any
Any
30
30
Any
Any
No
No
Yes
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
N/R
Yes
Yes
Yes
Yes
Yes+
Yes+
Yes+
Yes
Yes+
Yes+
Yes+
Yes+
Yes+
Yes+
N/A
Yes
Yes
Yes
Yes
Rubber/ 2-3/4”
Rubber/ 2-3/4”
Rubber/ 3”
Rubber/ 2-3/4”
Rubber/ 2-1/2”
Rubber/ 2-3/4”
Rubber/ 2-1/2”
Rubber/ 2-3/4”
As specified
Concrete
Concrete
As specified
Rubber
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
As specified
As specified
No
Yes
OMNI Steel Reinforced
OMNI Heavy-Duty Virgin Rubber
OMNI Embedded Concrete Rubber
OMNI Tracast
Polycorp Ltd. Full-Depth Rubber
Polycorp Ltd. Concrete
Premier LRT Modular System
Premier Freight Modular System
Rail-Way Inc. Full-Depth Rubber
Rail-Way Inc. Concrete
3”
Full
Full
Full
Full
Full
Full
Full
Full
Full
Full
Yes
No
Yes
Yes
No
Yes
Yes
Yes
No
Yes
No
No
No
No
No
No
No
No
No
320#
555#
9’ - 3550# 12’ - 4730# Modular
6’Conc. 7000# 6’Rubber 150#
570#
3500#
4’-1500# 8’-3000#
4’-1500# 8’-3000#
8’6” 130# 9’ 160#
244#
9’ - 1870# 12’ - 2490#
N/A
225#
1400#
4’-3500# 8’-7000#
Yes
N/R
N/R
N/R
N/R
N/R
Wood
N/A
N/R
N/R
N/R
Yes
N/A
N/A
N/A
No
No
Yes
N/A
N/A
No
www.rtands.com
Conc/ Rubber/ Conc/ Rubber/ 2-1/2” 2-1/2”
Yes
Yes
Stella-Jones StarTrack Oldcastle Corp. Precast Full-Depth Concrete-HD Timber
Railway Track & Structures
June 2015 45
rebuilding a
legacy Dependable, long-term funding allowed SEPTA to take on a $5 billion backlog of state-of-goodrepair projects. by Mischa Wanek-Libman, editor All photos curtesy of SEPTA
A
vailable funding can be the tipping point for any transit agency’s capital program. Southeaster n Pennsylvania Transportation Authority (SEPTA) knows the pressures of working with a constrained budget, but also knows how to maximize every dollar so that service impacts are reduced. In mid-2013 and despite SEPTA’s valiant efforts and a 50 percent increase in regional rail ridership over a 15-year period, the accumulative effects of funding shortfalls had taken their toll on the authority’s infrastructure. Fiscal Year 2014, which began July 1, 2013, marked the fourth consecutive year SEPTA’s commonwealth provided capital funds had been reduced and represented the lowest level of capital funding since 1998. During this time, the Pennsylvania legislature was considering trans46 Railway Track & Structures
June 2015
portation funding legislation, which proposed a restructuring of the commonwealth’s gas tax and other funding sources to provide dedicated transportation funding. To address the impact of further inadequate capital funding, the authority put together a 10-year strategy that allowed for safe and reliable public transport to occur in southeastern Pennsylvania, but on a greatly reduced network. SEPTA’s Service Realignment Plan would have left 89,000 daily riders without rail service, eliminated service on nine of 13 regional rail lines, truncated service on two additional rail lines, as well as the Norristown High Speed Line, suspended service on the Broad-Ridge Spur of the Broad Street Line and eliminated all express service on that line and converted all city and suburban trolley routes to bus routes. Jeff Knueppel, deputy general man-
ager of SEPTA and a structural engineer, says some parties believed the Service Realignment Plan to be grandstanding, but adds there was no arguing with facts. “We knew how old our vehicles were in respect to [peer agency vehicles]. SEPTA travels over bridges on the Media Elwyn Line and they were [more than] 100 years old. SEPTA had already gone through one emergency repair to extend the life of the Crum Creek Viaduct for 25 years and we were a few years past that 25-year extension. We very carefully put this plan together, in reality, no one stood up and said your facts are wrong,” said Knueppel. The Pennsylvania General Assembly passed Act 89 and was signed in to law by former Governor Corbett in November 2013. With Act 89’s installation on the law books, SEPTA’s capital budget essentially doubled and the authority www.rtands.com
septa rebuilding for the future Opposite page: The access road is now in place for the Crum Creek Viaduct Replacement Project. Next summer, a 12-week double track outage will be utilized to install the new superstructure for this roughly 1,000-foot long viaduct. This page: Workers are removing concrete encasements before making repairs to this critical structure carrying SEPTA’s Chestnut Hill West Line trains.
was given the funding assurance needed to start addressing a $5 billion state-ofgood-repair backlog, a program it called “Rebuilding for the Future.”
Plan to rebuild
To borrow SEPTA’s own description of its “Rebuilding for the Future” program, the authority is “taking a business approach to managing its asset portfolio. SEPTA will rehabilitate or replace bridges, replace critical power systems and design and procure new vehicles. These projects will also create new business and contract opportunities throughout Pennsylvania. This places SEPTA in a strong position to reinvest in and rebuild the system to provide safe, reliable service, while enhancing the travel experience for current and future customers.” The work, which will take place during the next two decades, is divided into categories that encompass substations, power infrastructure, bridge replacement and rehabilitation, stations, roofs, maintenance and transportation facilities, right-of-way and track, communications and signals, vehicles, expanded parking, accessibility enhancements (ADA), Center City underground concourses and bus loop improvements. “I like [grouping projects into categories] because you develop a staff [that is] responsible and they get really good at doing the work as they do it repeatedly. It also gives us the flexibility that if some element of that type gets worse or degrades faster than we thought, we could easily make program adjustments in a given category,” said Knueppel. The rebuilding program is based on the success of SEPTA’s stimulus prowww.rtands.com
gram and as Knueppel points out, elements of the stimulus program have been applied to the rebuilding program. “The adage ‘time is money’ is absolutely true and it couldn’t be any truer than with construction,” said Knueppel. “SEPTA did a lot of things to make bidding more attractive for our contractors. We really set a standard of saying that when issues come up, we will treat contractors and consultants fairly and that’s a big move forward and it has helped in our bidding environment.” Knueppel explains that moving quickly on projects was a priority of the stimulus program and one that will be carried over into the rebuilding program. Additionally, SEPTA used outside help, such as general engineering consultant contracts and identified support elements to have in place for construction. “We really studied the entire organization at SEPTA to see what we needed to do to support this construction and that’s the same approach for rebuilding. Very carefully, we’ve added resources wherever we need to for the rebuilding program,” said Knueppel.
Key projects
In the almost year and a half since SEPTA announced the rebuilding program, progress has been made with the authority awarding 68 construction
contracts worth $288.3 million, eight general engineering consultant contracts worth $40 million, two design contracts worth $8.8 million and a $150 million new electric locomotive procurement project that recently received board approval. Additional early action priorities included the renewal and replacement of bridge timbers on the Cobbs Creek and Darby Viaducts on the Media/Elwyn Line, as well as the replacement of the 120-year-old Crum Creek Viaduct. The Crum Creek Viaduct went through a year-long project to extend its useful life by 25 years in 1983 and then received emergency repairs in 2013 to keep the 100-foot high, 1,000-foot-long bridge in service. Without replacement, the bridge would not be safe and SEPTA would have had to close access, cutting off the end of the line. “We’re really excited that we were able to replace that structure before it had to close. SEPTA did it with an innovative design/build contract and achieved significant savings,” said Knueppel. “Involving construction people more in the design is really something SEPTA is working on. Constructability reviews are essential and that’s what’s going on in a design/build project and which result Railway Track & Structures
June 2015 47
septa rebuilding for the future Workers are in place at one of nine stone arch structures that are currently being rehabilitated. Structures like these are extremely old and today see much greater water flows than originally envisioned.
“The adage ‘time is money’ is absolutely true and it couldn’t be any truer than with construction.” –Jeff Knueppel, deputy general manager
in solutions that are innovative and save money. Our estimate [for Crum Creek] was $65 million and the bids came in at $55 million. That is a really good savings and to see what a design/ build contract could do for us in this case was really fantastic.” Additional centerpiece projects include the City Hall Station rehabilitation, the City Center Concourse improvements, restoring regional rail service between Elwyn and Wawa and power substation rehabilitations. “Most of the [substation] equipment is original from that late 1920s and 30s. SEPTA had a transformer burn up the other day and the authority took a new transfor mer from another substation and moved it to the old location in order to keep the rail line running. That’s not the way 48 Railway Track & Structures
June 2015
we want to operate, so we’re excited to advance the rehabilitation of our substations, which are important for the future. As SEPTA ridership has grown by 50 percent in the past 15 years, this work is very important,” said Knueppel.
Community outreach; safety
As with all projects of this magnitude, a long-term action plan for safety and community relations plays an important role in reaching success. “SEPTA always put a heavy community outreach component in our projects. We are very careful about scheduling track outages and making sure that we don’t return to the same community over and over again,” said Knueppel. He also mentions the importance
of listening and having a flexible game plan in the role of being a good neighbor. “For example, people were objecting because we were staging bridge timbers and where they were being stockpiled and the way the wind blew and their proximity were causing people in an apartment complex some distress, so SEPTA moved them. In another instance, SEPTA had a signal hut obscuring the vision of drivers when they came to a grade crossing. We had it moved 13 feet back within 24 hours. We react quickly and we listen because we want to build partnerships,” said Knueppel. Regarding safety, Knueppel and SEPTA know where it sits on the echelon of priorities: First. “When you have all this funding and all this growth in your capital program, we’re busy, but safety is still a priority. As a result, SEPTA put together the ‘Never Too Busy for Safety’ program. What was exciting and worked well with our work force was that this was not in reaction to an event, this was an attempt by management to be proactive. Safety is everywhere. No matter what we do, safety is central,” said Knueppel. While a lot of stress can accompany a program that encompasses so much, Knueppel’s attitude is decidedly enthusiastic about the rebuilding program and its future. “I love to build. I get excited about construction and the teamwork that’s involved in making things happen and, we’re headed in a great direction. SEPTA has a strong future. When we pull off an efficient, fast and excellent project, I can say it’s a public agency project with private sector results. We’re a public agency that gets it, is spending taxpayer money wisely and driving improvements and economic activity for a region.” www.rtands.com
AREMA NEWS Professional Development Seminars
Introduction to Practical Railway Engineering July 15 -17, 2015 Vancouver, BC, Canada
Message from the President
Committees and chapters
Railroad bridge load rating seminar-steel structures August 31, 2015 Chicago, IL Nine AREMA Seminars will be held in conjunction with the AREMA 2015 Annual Conference in Minneapolis, MN, October 4 – 7, 2015.
Randy Bowman AREMA President 2014-2015
Introduction to
Practical Railway Engineering October 2 - 4, 2015 Rail Bulk terminal design October 3, 2015 building the steel interstate October 3, 2015 FRA 214: roadway worker on-track safety October 3, 2015 environmental permitting issues in railroad construction projects October 4, 2015 practical track measurements techniques & tools October 4, 2015 intermodal terminal engineering October 7 - 8, 2015 track alignment design October 7 - 9, 2015 FRA 213: track safety standards October 7 - 9, 2015
50 Railway Track & Structures
June 2015
The AREMA mission is the development and advancement of both technical and practical knowledge and recommended practices pertaining to the design, construction and maintenance of railway infrastructure. The technical committee and steering team meetings are where this action is. These meetings are the lifeblood of this association. Thank you to all who actively serve on one of these committees or teams.You are doing your part in fulfilling our mission. I’ve been a member of AREMA Committee 4 - Rail, for more than 25 years. We recently held our spring meeting in Harrisburg, Pa. This committee is responsible for the development and publication of recommended practices relating to the design and use of rail sections. We had a field trip hosted by ArcelorMittal where we toured their Steelton rail mill. It is the support of our supplier partners that make it possible for our committees to gain firsthand knowledge of how products are engineered and produced for the railroad industry. Thanks to all those who host site visits and tours for our committees. This Committee 4 meeting was unique in that Nathan Harris, the Penn State civil engineering student who received the AREMA Educational Foundation Committee 4 - Rail/Art Worth Memorial Scholarship this year, was able to attend the meeting. It was rewarding to meet one of the foundation’s scholarship recipients and make the connection to where the scholarship dollars are going. It was equally rewarding to see that the memory of a dedicated past committee member was honored by the current membership in awarding this scholarship. Nathan sat through all of our sub-committee meeting, as well as our full committee meeting. We afforded him the opportunity to address the group where he expressed his appreciation for the scholarship and gave us some background on his academic career and his plans for his railroad career. Our industry is definitely benefiting from our AREMA Student Chapters on the university campuses and the AREMA Educational Foundation scholarships as evidenced by this bright young student now poised to begin his railroad career. I also recently attended the spring Committee 5 - Track meeting in Portland, Ore. This committee is responsible for the development and publication of recommended practices and information relating to design, use and maintenance of rail fixation devices or systems, track geometry, construction and maintenance. BNSF and TriMet hosted a field trip in Vancouver, Wash., and Portland, Ore., where we were able to examine various new trackwork layouts at the two project sites. Again, railroads and transits often support the committee by providing site visits so members can experience firsthand how trackwork systems are applied in the field. This is a valuable part of the committee experience. Thank you again to all those railroads and transits who have hosted such tours. Along with the technical discussions in the sub-committee meetings and the field trips to build our knowledge base, committee meetings are always a great time for those side bar conversations to discuss what new items or procedures other railroads have on the horizon. It’s also a time to have short meetings between railroads/transits and suppliers to discuss new products and innovations that are being introduced and discuss their potential benefits to the industry. The committee meetings are some of the best occasions we have for networking. Make sure to take full advantage of the opportunity to be active in the committee (or two) that interests you most. Be safe and make a positive difference. www.rtands.com
Negotiated airline discount information for AREMA Committee Meetings can be found online at http://www.arema.org/meetings/airlines.aspx.
2015 Upcoming Committee Meetings June 12-13 Committee 24 - Education & Training June 16
Committee 10 - Structures, Maintenance & Foundations
Seattle, WA Buffalo, NY
June 18
Committee - 33 - Electric Energy Utilization
Newark, NJ
July 28-30 Committee 3 - Timber Structures
Seattle, WA
To see a list of all committee meetings please visit www.arema.org/meetings/2015.
Student chapter highlight - Penn State When was this AREMA student chapter established? The Pennsylvania State University AREMA student chapter was established in 2012. At the time of its establishment, the chapter was comprised of 15 freshmen and sophomores. How many members does this student chapter currently have? The student chapter currently has more than 30 undergraduate and graduate members, most of whom are enrolled in the Rail Transportation Engineering (RTE) program at Penn State Altoona. Who is your chapter president? T h e c h a p t e r ’s c u r r e n t president is Alexander Ricci, who is a junior in the RTE program at Penn State. Alex has been the chapter president since 2013. Has this student chapter had any recent exciting events occur that you would like to share with the readers of RT&S? Last month, the chapter had the chance to r ide Penn State’s AREMA Student Chapter at BWI station on Amtrak’s Theatre Car waiting to board Amtrak’s Theatre and Geometry Car. and Geometr y Car from Baltimore, Md., to New York. This trip was particularly exciting for the chapter, as it included learning about track maintenance on the Northeast Corridor, automated track inspection and a trip around Sunnyside yard. Do you have any upcoming events? We look forward to celebrating with our first RTE graduating class and seeing them showcase their rail-related senior capstone projects in May. We are also planning to attend the 2015 AREMA Annual Conference in Minneapolis, Minn.
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 www.rtands.com
FYI…
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. Advertise in the 2015 Conference Proceedings. The AREMA 2015 Conference Proceedings, including advertising, will be published before the conference on a flash drive and handed out to all AREMA 2015 Annual Conference attendees. Following the conference, the proceedings, including advertising, will be posted on the AREMA website for free access by all AREMA members. Reserve your advertising space now to be sure you are seen by conference attendees and AREMA members. Contact Lindsay Hamilton at 301-459-3200, ext. 705, or lhamilton@arema.org for details on advertising. I n t e re s t e d i n g a i n i n g c o m p a ny recognition and building awareness? Think about sponsorship for the AREMA 2015 Annual Conference held in conjunction with Railway Interchange 2015. Contact Lindsay Hamilton at 301.459.3200, ext. 705, or lhamilton@arema.org to discuss the many sponsorship opportunities available. Now available: 2015 Manual for Railway Engineering. Please visit www.arema.org or contact Beth Caruso at 301-459-3200, ext. 701, or bcaruso@arema.org to place an order. AREMA Website Advertising. Want to be listed on the AREMA website to gain exposure from the over 6,800 AREMA members? Contact Lindsay Hamilton at 301.459.3200, ext. 705, or lhamilton@arema.org now to get advertising rates. Railway Track & Structures
June 2015 51
AREMA NEWS
Getting to know Sean Robitaille Each month, AREMA features one of our committee chairs. We are pleased to announce that the June featured chair is Sean Robitaille, P.Eng., chair of Committee 16 - Economics of Railway Engineering & Operations. AREMA: Why did you decide to choose a career in railway engineering? Robitaille: My career choice probably originates from when I was a young kid and the neighbor happened to be a mechanical department supervisor for Canadian National. He would gladly answer questions about trains and pass on trade magazines to me once he was finished reading them. One day, I was able to visit his office at the car shop and the sights and sounds made quite an impression. Later on, I pursued an education in civil engineering and at first, it appeared that few opportunities were available to obtain rail-specific engineering education and employment opportunities were sparse. However, I obtained work term employment with CN for two summers during the later part of my university education and the work that I became involved with was highly engaging and my coworkers were encouraging. It also became obvious that numerous opportunities would be present within a few years given the demographics of the industry at the time. AREMA: How did you get started? Robitaille: The co-op work program offered at my university gave me my first big break to work in the industry. The team that I worked with at CN gave me the opportunity to become involved in various track and roadway projects and encouraged presence out in the field to get a full appreciation of what railway engineering was all about. Just prior to university graduation, the division engineer approached me directly about hiring on in order to continue the progress I had made as a summer student. He was taking a big chance since hiring was not encouraged at the time, but he had a lot of faith in my abilities. From there, I progressed and gained both office and field experience in a number of railway engineering fields, including track, signals, capacity planning and transportation. AREMA: How did you get involved in AREMA and your committee? Robitaille: One of my supervisors encouraged his staff to become engaged with AREMA and explained that it was highly beneficial to also seek out committees that matched our interests. Committee 16 seemed to fit perfectly with my background and current practice in the fields of railway capacity, track/signal design and the related economics necessary to bring projects to completion. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? Robitaille: I am known amongst my friends to be an avid photographer and have had a number of photographs published in books and magazines. Typically, each year I schedule a seven-to-10 day trip somewhere with fellow photographers and this year we will be venturing to Norway and Sweden. When a bit of spare time presents itself during the week, I usually get on my hiking shoes and hit the numerous river valley trails in Edmonton. I also recently got back into the sport of orienteering after having been seriously competitive in that activity several years ago. And when I’m looking to relax, I regularly attend symphony concerts locally and around the U.S. and Canada. AREMA: Tell us about your family. Robitaille: Right now, I am not married, but I do have a special lady in my life. My parents and my brother and his family live in eastern Canada, but I make the effort to visit them a few times each year. The rest of my extended family also lives in various towns in eastern Canada 52 Railway Track & Structures
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Sean Robitaille, P.eng. Chair, Committee 16 - Economics of Railway Engineering & Operations Transportation Engineer Canadian National so, it is a little difficult to see everyone on a regular basis. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? Robitaille: Music has always been a big part of my life and, at one time, I played violin in a school orchestra. Later, I moved on to playing the trumpet. When I got to university the opportunity to play was reduced as I chose to pursue my engineering education. While I do not play any instruments now, I satisfy my need for live music through attendance and sponsorship of our local symphony. AREMA: What is your biggest achievement? Robitaille: Not sure if that can be narrowed down to just one accomplishment. On the personal side, I am very proud of the close relationship that I have maintained with my parents, regardless of the fact that we have lived on opposite sides of Canada for almost 15 years now. We have strong bonds and great communication and I really cherish the connection we maintain. On the career side, I am proud to have made a career for myself in the industry starting at a time when numerous people thought it would be nearly impossible to secure longterm employment. With help from great colleagues, I have established an interesting and wide-ranging career path that will continue to provide a solid background as I move forward. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry? Robitaille: Keep your eyes and ears open for all the opportunities that are available out there. When I started in the 1990s, you had to have long-term vision to see opportunity. Today, plenty of options are available for those who are willing to work hard and learn from experienced employees. Ask questions and listen to the answers. Also, seek out those who are willing to mentor you as it is an immense help in the development of your career. www.rtands.com
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 a multi-volume loose-leaf format, CD-ROM, revision set (looseleaf 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 released every October. Downloadable Sections Available Online.
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 ©
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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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.) Railway Track & Structures
June 2015 53
54 Railway Track & Structures
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www.rtands.com
PRODUCTS Rail research program report
Transportation Research Board (TRB) released the first National Cooperative Rail Research Program (NCRRP) report: Alternative Funding and Financing Mechanisms for Passenger and Freight Rail Projects. This guidebook suggests ways to pay for rail projects with a funding shortfall. The TRB release includes both a report summary and the full Guidebook. The full NCRRP Report 1 Guidebook serves as a comprehensive resource covering the gamut of guidance from the basic essentials to understanding rail funding and financing, to the technical details of alternative funding and financing mechanisms and their application, to the hard policy decisions confronted when needing to allocate scarce public resources to rail projects or otherwise raise additional money from the public to realize these projects. The report summary previews the key messages in the guidebook, in particular, how to pay for rail projects when there is a funding gap and related policy considerations. The full NCRRP Report 1 Guidebook is available on the TRB’s website, as is the report summary. Phone: (202) 334-2934.
LED quadpod work light
Larson Electronics released an 800-watt quadpodmounted work light. Built to provide a high power lighting solution that requires minimal setup time, the WAL-QP-2X400LTL-LED-100 features solid wheels for portability and two 400-watt LED light heads. The work area light provides approximately 50,000 square feet of coverage with 104,000 lumens of light. The fixtures are IP67 rated waterproof and offers increased durability, longer lamp life and low power consumption. This adjustable and collapsible quadpod can be extended to 12 feet and collapsed to seven feet. It is a heavyduty unit designed for use in inclement conditions and for overall longevity in difficult construction environments with heavy duty aluminum construction and stainless steel hardware for maximum durability. Included is 100 feet of SOOW cord, which combined with the adjustability offered by the LED light head, provides ample length for tower placement and optimal coverage of the workspace. Phone: (800) 369-6671. www.rtands.com
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CALENDAR JUNE 15-17. 123rd Annual AAR Damage Prevention & Freight Claim Conference. Westin Westminster Hotel. Westminster, Colo. Website: https://www.regonline. com/DPFC2015. 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. 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 JULY 21-23. 2015 RTA Crosstie Grading Seminar. Birmingham Marriott. Birmingham, Al. Website: http:// www.rta.org/grading-seminar. 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. SEPTEMBER 17-18. Railway Age’s Crude by Rail. Key Bridge Marriott. Arlington, Va. www.railwayage.com/conferences. 28-29. Basic Railroad Track Maintenance. University of Tennessee - Knoxville. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865 974-3889. 30-Oct. 2. Railroad Track Design. University of Tennessee - Knoxville. Knoxville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865 974-3889. OCTOBER 4-7. Railway Interchange 2015. Minneapolis Convention Center. Minneapolis, Minn. Website: http:// railwayinterchange.org/. 28-29. Railway Age’s Passenger Trains on Freight Railroads. Grand Hyatt Washington. Washington, D.C. Website: www.railwayage.com/conferences. NOVEMBER 2-6. Railroad Track Inspection & Standards. University of Tennessee - Knoxville. TN Valley Railroad Museum. Chattanooga, Tenn. Contact: Diana Webb. Phone: 865974-5255. Fax: 865 974-3889. 56 Railway Track & Structures
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Ad Index Company
Phone #
American Concrete Products Co.
402-339-3670
Amsted RPS
AREMA Marketing Department
800-527-5232 ext.118
Page #
bhutchinson@enterprise-properties.com
41
913-345-4818
jstout@amstedrps.com
301-459-8077
marketing@arema.org
800-887-2153
railroad@centurygrp.com
25 10
301-459-3200
e-mail address
913-345-4807
Century Group Inc. R.J. Corman Railroad Group
Fax#
800-611-7245
859-885-7804
www.rjcorman.com
4
Cover 3
Dixie PreCast
770-944-1930
770-944-9136
fbrown142@aol.com
L.B. Foster Co.
412-928-3506
412-928-3512
glippard@lbfosterco.com
416-465-7521
416-465-4489
info@genscoequip.com
17
803-822-7551
803-822-7521
mteeter@harsco.com
6
800-274-7245
319-455-2914
info@hirail.com
27
866-245-3745
800-309-3299
info@trak-star.com
14
763-478-6014
763-478-2221
sales@loram.com
Cover 2
GENSCO America, Inc. Harsco Rail
HiRAIL Corporation
Hougen Manufacturing, Inc.
Loram Maintenance of Way, Inc. LT Resources, Inc.
800-440-1517
281-444-1517
info@ltresources.com
Neel Company, The
703-913-7858
703-913-7859
jlewis@neelco.com
North American Rail Products Inc.
604-946-7272
888-692-1150
cerhart@narailproducts.com
888-965-3227
303-794-4297
jim.baker@oldcastle.com
OldCastle/Startrack Sales
22 49
21
7 22
19
Omega Industries, Inc.
360-694-3221
360-694-3882
omegaxings@aol.com
OMNI Products, Inc.
815-344-3100
815-344-5086
bcigrang@omnirail.com
24
218-236-0223
218-233-5281
info@portaco.com
18
PortaCo, Inc.
Postle Industries
216-265-9000
Racine Railroad Products
262-637-9681
262-637-9069
RAILCET
866-724-5238
217-522-6588
Railroad Construction Equipment Co.
866-472-4510
Railway Educational Bureau, The
Railway Tie Association
402-346-4300
26
rspeese@postle.com
15
custserv@racinerailroad.com
5
grif1020@yahoo.com
630-355-7173
dennishanke@rcequip.com
402-346-1783
bbrundige@sb-reb.com
8 9 55, 56
770-460-5553
770-460-5573
ties@rta.org
2
RailWorks Corporation
866-905-7245
952-469-1926
jrhansen@railworks.com
Cover 4
S&C Distribution Co.
708-444-4908
708-444-4962
Stella-Jones Corporation
800-272-8437
412-894-2846
info@sandcco.com
41
kdulski@stella-jones.com
23
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 Jerome Marullo (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 jmarullo@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
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Railway Track & Structures
June 2015 57
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