RT&S December 2014

DECEMBER 2014 | www.rtands.com

ENGINEERING BEHIND CSX’S

J&L TUNNEL PROJECT

PLUS HAND-HELD TOOLS INDUSTRY SAFETY UPDATE AND ALSO AREMA NEWS P. 37

Contents December 2014

5

Features

MTA New York City Transit / Leonard Wiggins

News

RAILWAY TRACK AND STRUCTURES

22

Industry Today 5 Supplier News 10 People

Hand-held tool update Improvements in design and technology help railroads do more with smaller tools.

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Columns

28

Increasing clearance of the J&L Tunnel A unique solution from the designbuild team brings new meaning to the phrase “raise the roof.”

33

The industry safety enhancements of 2014 A year-end wrap up of protocols designed to strengthen the one non-negotiable element of the industry: Safety.

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

3

13

Adding height to CSX’s J&L Tunnel.

Photo courtesy of Mascaro Construction Company. Story on page 28.

On Track The biggest news of the year NRC Chairman’s Column Full steam ahead into 2015

FOLLOW US on Twitter LIKE US on Facebook

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45 Sales Representatives 46 Classified Advertising 47 Professional Directory

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Railway Track & Structures

December 2014 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 110, No. 12 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com 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 2014.

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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The biggest news of the year

W

hile January is a time to lay plans for another year, December provides an opportunity to reflect on the year that was.

For us at RT&S, that means news. What stories stuck with us, what made us scratch our head and what we hope to see more of in the upcoming year.

I’ve compiled our most popular stories from the past year based on hits and feedback from our website, www.rtands.com.

The story to see the most traffic was a piece on the passing of Union Pacific Corporation Chairman Jim Young. Young, who worked his way from an entry-level finance position to chairman, president and chief executive officer, lost his twoyear battle with pancreatic cancer in February.

Jack Koraleski, UP president and CEO, said Young was an icon at UP and in the rail industry, as well as a great friend and his description of Young sums up why his passing will leave a lasting impression: “Jim’s vision and leadership took Union Pacific to unparalleled heights and his civic contributions made positive impacts on many communities across Nebraska and the entire Union Pacific system.

Most importantly, he was a dedicated and loving husband, father and grandfather. He will be greatly missed.”

Another top story on our website was the completion of, and engineering awards bestowed on, the CSX’s J&L Tunnel Modification Project in Pittsburgh, Pa., which, coincidentally, is featured in an article beginning on page 28. The project required innovative thinking to raise the vertical clearances of the tunnel, while keeping the impact to freight movement and the surrounding community to a minimum.

We h a d a t i e b e t we e n s e v eral stories all concerning happenings in Washington, D.C. The 2015 Transportation, Housing and Urban Development funding bill’s additions, cuts and votes, as well as the drama surrounding the Highway Trust Fund, Passenger Rail Reform and Investment Act and the Surface Transportation Board Reauthorization Act all saw tremendous readership in a shor t amount of time. This tells me two things: We are gluttons for punishment when it comes to politics and, more importantly, remaining involved and aware of how legislation affects the industry is a priority to RT&S readers.

In the transit market, our most read stor y involved the recommendation by the Southwest Light Rail Transit staff in Minneapolis, Minn., to build shallow tunnels for light-rail tracks and a bridge over a channel between two lakes for the Southwest Light Rail Transit Green Line Extension.

A last minute addition, albeit one that hasn’t cracked the upper echelon of popularity on the website, but is climbing steadily is BNSF’s plans for a $6-billion capital program in 2015, which is $1 billion more than the estimates for last year and $500 million more than what the railroad actually spent in 2014.

I hope BNSF’s capex plans are a bell weather of what 2015 holds. If so, it should be another year to remember.

Wishing you a peaceful and stress-free holiday season, as well as a happy and safe new year.

Mischa Wanek-Libman, Editor

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December 2014 3

INDUSTRY TODAY Supplier News

Arcadis US has been awarded a $26-million contract

by Metropolitan Transportation Authority New York City Transit to weatherproof the city’s subway system inundated by Superstorm Sandy in October 2012.

The province of Quebec awarded a contract to CANARAIL to perform a feasibility study of a new 310-kilometer (192mile) long railway from Sept-Îles to the Labrador Trough.

Cardi Corporation has been awarded a

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Traveling through the Fort Worth, Texas, area will be easier for more than 100 daily freight and passenger trains with the reopening of Tower 55, one of the nation’s busiest interlockings.

The 141-year-old interlocking is a critical operations point to multiple railroads and prior to upgrades being made, was operating above its fluid capacity range with trains experiencing up to 90 From left to right: Director of Transportation-NCTOG Michael minute delays.

Morris; U.S. Rep. Kay Granger; BNSF President and CEO Carl The $101-million project added Ice; FRA Administrator Joseph Szabo; UP President and CEO a third north/south mainline, rede- Lance Fritz; Fort Worth Mayor Betsy Price; Victor Vandergriff signed the rail signal and interlock- of the Texas Transportation Commission; and President of the er system (including Positive Train Fort Worth Transportation Paul Ballard.

Control), new switches and sidings and improvements to bridges. Additionally, three grade crossings were eliminated, several others were renovated and emergency vehicle access was incorporated.

Union Pacific and BNSF provided two-thirds of the project cost, a combined $65 million, with the remainder coming from the North Central Texas Council of Governments, the city of Fort Worth and the Texas Department of Transportation. The project received $34 million in federal funding from the Transportation Investment Generating Economic Recovery program.

The project was completed 13 days ahead of schedule and, according to Union Pacific, the upgrade is a testament to cooperation between competing railroads and various governmental entities.

The rail intersection can accommodate an estimated 25 percent more train traffic and the elimination of train delays is estimated to save UP and BNSF enough diesel fuel to equal the annual fuel consumption of 14,000 Fort Worth commuters.

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December 2014 5

BNSF

Metrolinx awarded contacts for its Union Station signaling project to Alstom Transport, Hatch Mott McDonald and Plan Group.

Tower 55 reopens following multimillion dollar retrofit

INDUSTRY TODAY Supplier News $42-million contract for the replacement of four bridges in New Bedford and Fall River along the future South Coast Rail Line in Massachusetts.

L.B. Foster Company plans to acquire the railroad tuning unit, FWO, of Balfour Beatty Rail GmbH, which provides track lubrication and switch roller equipment for international railway applications.

The Alabama State Port Authority contracted R.T. Milord Company to develop Phase I of the Garrows Bend Intermodal Container Transfer Facility.

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BNSF opens Texas logistics center; outlines 2015 capex plans BNSF held a ribbon-cutting ceremony in early November to celebrate the opening of a new $45-million logistics center on the northwest side of Sweetwater, Texas.

The logistics center, capable of supporting rail, truck and transload services, will accommodate several industries, including agricultural commodities, sand, pipe and aggregate.

BNSF invested $28 million to replace existing track and add 40,000 feet of new track at the site with tenant industries contributing $17 million to the project.

The 75-acre site can serve five unique industrial operations, each with its own rail access. Rail capabilities include a 100-car unit train sand terminal, 110-car unit train Ag (wheat and cotton seed) terminal, 90-car unit train aggregate terminal, a 30-car dimensional transload site, an expandable BNSF switch yard and a 5,000-foot track expansion by adjacent industry Sweetwater Switching Co LLC for transload.

December 2014

“The completion of this project is another example of BNSF’s commitment to industry in the Permian Basin,” explained Dave Garin, group vice president, Industrial Products, BNSF. “The BNSF Logistics Center at Sweetwater will serve as a hub for economic activity in the region as the Cline Shale is explored for many years to come.”

The design began in 2012; construction was completed in September 2014.

The railroad also unveiled its plans for a third year of record-breaking capital expenditures. BNSF plans a $6-billion program in 2015 for maintenance and expansion of the railroad in order to meet the expected demand for freight rail service.

BNSF also updated its planned capital expenditures for 2014, which now are expected to be $5.5 billion, an increase of half a billion dollars over the railroad’s estimates at the beginning of the year.

The railroad said since 2000, through the end of 2015, it will have reinvested more

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INDUSTRY TODAY than $50 billion into its equipment and its network and infrastructure for maintenance work that helps to maintain train traffic fluidity and capacity expansion projects intended to meet customers’ ever-growing freight shipment demands.

“BNSF’s capital investment program since the beginning of 2013 through the end of 2015 is unprecedented and is clear evidence of our confidence in a growing economy and our intention to meet the demand for service that comes from all our customers,” said Carl Ice, BNSF president and chief executive officer. “We have made great progress in expanding the segments of our railroad that have been most constrained by rapidly increasing demand. Once these new capital programs are completed, we expect to further restore the capacity flexibility we have historically enjoyed to manage the periodic demand surges that come from a dynamic and fast-paced economic environment.”

The largest component of the 2015 capital plan will be for the renewal of assets and maintenance, which is expected to cost $2.9 billion. These projects will

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go toward replacing and upgrading rails, ties and ballast that are due for updating. Track replacement projects typically make up the largest percentage of BNSF’s annual capital projects and are important for ensuring BNSF can optimize its rail network for ideal speeds for trains that carry a wide range of commodities.

BNSF also plans to spend almost $1.5 billion on expansion projects. Nearly $500 million of that expansion work will occur in the Northern Region, which is where BNSF is experiencing the fastest growth.

That region primarily serves agriculture, coal, crude oil and materials related crude oil exploration and production.

BNSF will also increase the size of its locomotive fleet through the addition of new, energy- and fuel-efficient locomotives. BNSF will acquire 330 new locomotives to add to its fleet of 7,500 and replace others that will soon reach the end of their useful life.

Early next year, BNSF will announce the details for the various line capacity and maintenance projects it plans to make, particularly those along the Northern Region.

Supplier News RailComm has partnered with GE Transportation Systems to provide a complete yard automation system for Auckland Transport’s Wiri Depot in Auckland, New Zealand; was selected to replace the communication infrastructure for Trimet’s CTC Dispatch System at ten separate locations; was chosen to install and provide control to multiple switches throughout the Port of Los Angeles terminal and will provide remote control to multiple switch

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INDUSTRY TODAY Supplier News locations and install a shove track protection system at a Class 1 hump yard located in North Carolina.

The Skanska joint venture which includes Traylor Brothers, Inc., and J.F. Shea Construction has been awarded a $1.6-billion designbuild contract by the Los Angeles County Metropolitan Transportation Authority to extend the Purple Line.

Trimble has acquired Nexala, a provider of enterprise solutions for the rail industry.

8 Railway Track & Structures

Acquisition news: NS eyes D&H; GWI to gain Pinsly Arkansas properties Norfolk Southern proposed the acquisition of the Delaware & Hudson Railway Co. (D&H), a subsidiary of Canadian Pacific Railway for $217 million. The 282.55-mile line between Sunbury, Pa., and Schenectady, N.Y., is subject to approval by the U.S. Surface Transportation Board.

The lines to be acquired connect with NS’ network at Sunbury, Pa., and Binghamton, N.Y., and would give NS single-line routes from Chicago and the southeastern United States to Albany, N.Y., and NS’ recently-built Mechanicville, N.Y., intermodal terminal. NS also would gain an enhanced connection to its joint venture subsidiary Pan Am Southern, which services New England markets. Additionally, NS would acquire D&H’s car shop in Binghamton along with other facilities along the corridor.

As part of the transaction, NS would retain and modify overhead trackage rights on the line between Schenectady, Crescent and Mechanicville, N.Y., as well as Saratoga Springs, N.Y. The D&H would

December 2014

retain local access to serve customers in Schenectady and would maintain its access to shippers in Buffalo.

In other acquisition news, Genesee & Wyoming Inc. (GWI) signed an agreement with Pinsly Railroad Company of Westfield, Mass., to acquire certain subsidiaries that constitute Pinsly’s Arkansas Division (Pinsly Arkansas) for $40 million in cash. The acquisition is subject to customary closing conditions, including the expiration of the 30-day notice period required by the U.S. Surface Transportation Board for GWI to obtain authority to acquire the Pinsly Arkansas railroads. The transaction is expected to be completed in early January 2015.

Pinsly Arkansas includes 137 miles of owned and leased track along the Arkansas Midland Railroad, which is comprised of seven non-contiguous branch lines; the Prescott & Northwestern Railroad and the Warren & Saline River Railroad; as well as the two Arkansas transload operations of Pinsly’s Railroad Distribution Services subsidiary.

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INDUSTRY TODAY LACMTA: Construction begins on Purple Line; Expo Line tie in complete The Los Angeles County Metropolitan Transportation Authority (LACMTA) held a ceremony in the Mid-Wilshire District of Los Angeles Nov. 7 to break ground on the Purple Line Extension Project. Construction of the subway extension will connect West Los Angeles to the region’s growing rail network, making it possible to travel between Downtown Los Angeles and Westwood in 25 minutes.

The first subway segment will extend the Purple Line 3.9 miles from the existingWilshire/ Western Purple Line terminus near Koreatown into Beverly Hills. Three new underground stations are planned at Wilshire/La Brea, Wilshire/ Fairfax and Wilshire/La Cienega, providing fast, frequent, high-capacity transit service farther west along Wilshire Boulevard.

There are three construction sections to the Purple Line Extension and when all three project sections are complete, the Purple Line will extend westward from Wilshire/ Western for nearly nine miles with a total of seven new stations.

“When it comes to infrastructure, L.A. is on the move. We are right now investing $36

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billion in our transportation infrastructure to ease congestion and create thousands of jobs.

Altogether, this is the largest public works project in the nation,” said Eric Garcetti, mayor of Los Angeles and LACMTA Board chair.

In other LACMTA news, construction of Phase 2 of the Expo Line reached a milestone as crews tied together the electrical components of Phase 2 of the line with Phase 1 at the Culver City station on Nov. 8 and 9.

Crews worked throughout the weekend to pull the wire and fiber optic cable from Phase 2 into Phase 1 and route it into the communications and systems building. The existing dead-end overhead catenary system poles and bumper posts were removed so that rail equipment can travel onto the Venice Boulevard Bridge and along the rest of the Phase 2 alignment when it opens.

“We’re pleased to bring these two lines together and take the next steps towards finishing Expo Phase 2 and connecting downtown Santa Monica,” said Rick Thorpe, chief executive officer of the Exposition Construction Authority.

Szabo plans exit from FRA December will mark the end of Federal Railroad Administrator Joseph C. Szabo’s five and a half years with the Federal Railroad Administration.

He is joining the Chicago Metropolitan Agency for Planning (CMAP) in January 2015 as a senior fellow.

S z a b o ’s a p p o i n t ment with CMAP will see him playing a role in policy-related projects that include infrastructure funding, coordinating with local officials to develop and implement policies and development of national transportation polic y in cooperation with other major metropolitan regions.

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PEOPLE

H o wa r d Le a r n e r, a n a tt o r n e y w h o s e r v e s a s president of the Chicago-based Environmental Law and Policy Center, has joined Amtrak’s Chicago Gateway Initiative blue ribbon panel of rail and transportation leaders.

California High-Speed Rail Authority named Deborah Harper chief administrative officer.

Central Maine & Quebec Railway appointed Harold Tynes as chief financial officer, succeeding Sachi Mishra.

Chicago South Shore and South Bend Railroad appointed Gregory J. Dougherty as director of sales and marketing, succeeding Andrew Laurent.

CSX appointed Kellen Riley as its South Carolina industrial development manager.

HNTB Corporation hired Terry Nash as senior project manager for transit and rail and associate vice president.

Indiana Rail Road Founder, President and Chief Executive Officer Thomas Hoback will retire, effective June 30, 2015, but will continue to serve as a director on the board; Peter Mills will assume the position of president and CEO, effective July 1.

Koppers Holdings Inc. appointed Leroy Ball to president and chief executive officer, effective January 1, 2015.

Metropolitan Council Chair Susan Haigh will conclude her service as chair in order to focus her energies on her full-time position as president and chief executive officer of Twin Cities Habitat for Humanity; she will remain in her current position until a successor is named.

Parsons Brinckerhoff named Matthew Verhoff principal technical specialist for rail operations and planning in its Austin, Texas, office and Periklis Papadopoulos supervising communications systems engineer in its New York City office.

V3 Companies hired Ted Niemeyer, P.E., as director of railroad services, heading up its Railroad Engineering Practice.

Watco Transportation Services promoted Ron Martin to vice president of transportation safety and training, Michael Smith to director of engineering safety and training and Jason Stutzman to director transportation safety and training.

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December 2014

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NRC CHAIRMAN’S COLUMN Full steam ahead into 2015

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 has been another good year for the rail industry and NRC member companies.

2014 saw positive growth into new bu s i n e s s e s , a l o n g w i t h c o n t i n u e d investments in rail infrastructure across the country. Bridges were rebuilt and upgraded, new intermodal facilities were constructed, second mainlines and longer sidings were built and private industries built storage yards, all due to growth.

The coming year looks promising for our industry, as well and we need to keep the momentum going. We are being told that freight rail, passenger rail and rail transit will all continue to charge forward, all due to customer demand. We welcome and look forward to seeing these positive trends continue: Full steam ahead Another positive for 2014 was safety. We continue to see improvements regarding incident and accident rates in the rail industry. The safety culture on the railroad has continued to evolve and expand over the years. Safe practices and procedures have gotten more detailed and our employees are better trained for it. The continuing efforts being made to improve safety by eliminating accidents is showing positive results and zero still remains the goal. The NRC will be releasing our next two safety training videos at this year’s conference in January. These videos, #17 and #18 of our ongoing series, both pertain to grade-crossing replacement.

These videos will address the detailed planning, safe practices and procedures for doing this type of complicated work.

On the legislative front, less progress was made. Congress just kicked the can down the road on the major surface transportation reauthorization bill for highway and transit policy and investments - we’ll have to figure out next steps by May of 2015.

As of this writing, the FY2015 transportation appropriations bill also remains to be finalized. The House has passed a version of this bill and a Senate sub-committee has passed a larger version. The NRC will be advocating for the higher funding levels for the various rail infrastructure programs, such as Federal Transit Administration New Starts, Amtrak capital grants and Transportation Investment Generating Economic Recovery (TIGER)grants. However, this was supposed to be finished by September 30, 2014. Congress’ inability or unwillingness to do basic governing remains frustrating

and hinders our industry’s ability to grow as quickly as we could. We’ll see if the next Congress is any different.

This session of Congress will also expire without seeing any action on the three pieces of rail legislation that were introduced in September – passenger rail reauthorization (Passenger Rail Reform and Investment Act), Safety Transportation Board reauthorization and rail safety bills.

We do, however, expect to see updated versions of these bills early in 2015.

On a positive note out of D.C., on September 12, the U.S. Department of Transportation announced the award of $552 million in TIGER VI discretionary grants to 41 construction projects and $32 million to 31 planning projects in 46 states and D.C. Among the awardees were 17 rail-related projects receiving more than $131 million, including multiple shortline, streetcar, light-rail transit and commuter rail projects.

With the conclusion of 2014, the focus changes to the coming year and what it will bring. The NRC will kick off the new year as we always do, with our annual conference. This year’s conference will be held at the Diplomat Resort & Spa in Hollywood, Fla. The conference is scheduled for Wednesday, January 7, 2015, through Saturday, January, 10, 2015. This year’s agenda is packed with great speakers from our industry, including engineering executives from the Class 1s, shortline holding companies and some of the biggest and most active rail transit agencies in the country. We expect that good times will be spent with friends and colleagues in what will hopefully be beautiful January weather in south Florida. There is still time to register for the conference if you haven’t done so already. The main hotel room block is sold out, but there are some good overflow hotel options in close proximity.

To register for the conference and get all related information, go to www.nrcma.org.

In closing for the year, I would like to wish all NRC member companies, the board of directors, the staff at Chambers, Conlon & Hartwell, LLC, as well as everyone in the rail industry, a safe and happy holiday season. Hope to see you at our conference in January!

Have a safe day.

by Bill Dorris, NRC Chairman Railway Track & Structures

December 2014 13

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December 2014

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TTCI R&D Update on the evaluation of effects of heavy-axle-loads at the Facility for Accelerated Service Testing TTCI presents findings from experiments conducted concerning track components under HAL.

T

Figure 1: No. 20 turnout with superelevated closure curve.

he heavy-axle-load (HAL) test program being conducted at the Facility for Accelerated Service Testing (FAST) reached two significant milestones this year by accumulating four billion gross tons (bgt) of traffic since the inception of the program in 1976 and accumulating three bgt of the total under 39-ton-axle-loads since HAL testing began in 1988. This year, more than 140 million gross tons (mgt) have been accumulated. Increased tonnage accelerates the testing of new and improved track components and the dissemination of results from those tests.

)

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December 2014

by Joseph LoPresti, principal investigator, TTCI This article presents a summary of recent results from selected exper iments being conducted at FAST. More detailed results from these and other major experiments (rail performance, rail welding, soft subgrade, steel bridges, concrete bridges and improved performance track) will be presented in future RT&S articles. Testing at FAST is part of the Association of American Railroads’ Strategic Research Initiatives HeavyAxle-Load Implementation Program.

Special trackwork

Cant deficiency is one of the factors that limit train speed through the diverging routes of turnouts. The closure curves in most turnouts in North America do not have superelevation.

Therefore, in the speed equation, where Ea is superelevation and D degree of curvature, the Ea term is zero. Adding superelevation to the closure curve can allow increased speed and result in a better balance of vertical loading between the two rails.

Superelevation in the closure curve can also decrease the required speed reduction that results under current rules when a turnout with a lower entry angle at the point of switch (and the resultant longer points and shorter, www.rtands.com

TTCI R&D

Figure 2, top: Riveted steel bridge spans, Silver Span built in 1954, Black Span built in 1912.

Figure 3: Field-side insulator failure contributing to wide “base gauge.�

FAST. The pads provide more uniform stiffness through the turnout and stiffness that more closely matches the adjacent track. Measurements through 100 mgt show more uniform track settlement through the turnout and less overall settlement when compared to the same turnout previously installed without the under-tie pads.

Steel bridges

sharper closure curve is used.

One-half inch of superelevation was added to the closure curve of a No. 20 turnout at FAST early in 2014 to evaluate the effects on component performance and vehicle dynamics.

This adds about five mph to the allowable speed of this turnout. The superelevation was added by replacing the 136-pound RE outside rail with 141-pound RE rail and replacing the 136-pound RE inside rail with a milled 132-pound rail. Figure 1 shows the turnout and the modified rail profiles. Twenty-five mgts have been accumulated over the diverging route of the turnout since the superelevation was added, not enough to draw any conclusions about the effect on component performance. No problems were observed with vehicle dynamics as 18 Railway Track & Structures

the FAST train traverses the variations in rail profile and rail elevation.

Dynamic forces through the turnout were measured with instrumented wheelsets at the end of the year. If the addition of superelevation proves to be beneficial, modified tie plates or ties could be used to change rail elevation.

Changes in vertical track stiffness have been associated with adverse vehicle dynamics and track geometry degradation. Turnouts can include potential combinations of long ties, multiple rails, multi-tie or rail-to-rail platework and heavy castings. These features can result in various levels of vertical stiffness within the turnout and in stiffness that is different from the adjacent track.

A No. 20 turnout with resilient pads under the wood ties is being tested at

December 2014

Railway bridges are critical in the transportation network and vital to the profitability of the industry. Thousands of steel-bridge spans nearly 100 years old are still in service. Testing at FAST focuses on dealing with the effects of increased axle loads on older, riveted spans. One of the three bridges at FAST is comprised of two steel spans (the other two bridges are concrete span bridges). One of the steel spans is a 55.5-foot riveted steel span (Figure 2) built in 1912.

Its Cooper rating is E-61 and the FAST train applies E-61 loading for this span length. Some of the bracing members were heavily corroded when the bridge arrived on site. Most of the corrosion was in or near horizontal surfaces, where moisture did not drain quickly. Vertical surfaces showed little corrosion. Braces and gusset plates that were either completely or nearly corroded were repaired or replaced prior to installation. This span has www.rtands.com

TTCI R&D Figure 4: GRMS geometry measurements in tie test curve.

accumulated 680 mgt since installation at FAST in 2009. Seven braces, all with significant corrosion, have broken during that time; six have been repaired and one has been replaced. Two gusset plates have also cracked and have not yet been repaired or replaced.

The bridge deck would have to be removed to perform a conventional repair. Options for making a repair without removing the deck are being studied. Lateral girder deflections are monitored during train operations to ensure that the broken gussets do not result in excessive movement. There have been no problems with the main structural components of the span or with bracing components having little or no corrosion.

The other span is a 65-foot riveted steel span (Figure 2) built in 1954, with a Cooper rating of E-46. The test train at FAST applies E-57 loading for the length of the span. Testing at FAST will provide information on the fatigue lives of bridges that experience loading that exceeds their design capacity. This span has accumulated 130 mgt since being installed at FAST in late 2013. Deflections measured under the FAST train have been close to calculated deflections and there have been no component failures or problems.

The 65-foot span is also the home for another test, bridge ties for open deck bridges. Solid sawn wood ties have long provided acceptable service on open deck bridges and continue to do so. However, the longer and larger ties needed for this application are becoming more expensive and more difficult to obtain. Two alternative 20 Railway Track & Structures

tie types are being evaluated for performance under HALs: 1. Glued-Laminated Douglas Fir – 667 mgt.

2 . F i b e r - r e i n f o r c e d Fo a m e d Urethane (FFU) manufactured

by Sekisui (Sumitomo is the U.S. representative) – 487 mgt.

Compared to the solid sawn white oak and southern yellow pine deck ties that are also installed on this span, the alternative material ties have shown less twisting and warping and less cracking and splitting. Tie deflections have been similar.

Ties and fasteners

More than 1,000 hardwood, softwood and concrete ties were installed in a 2,700-foot six-degree curve at FAST in 2009. The curve has five inches of superelevation; balance speed is approximately 34 mph. With a normal operating speed of 40 mph at FAST, dynamic loads on the high rail are increased. There are 23 combinations of tie material (wood, concrete and plastic composite) and fastener types.

The plastic composites had been part of a previous test. The ties installed in 2009 have now accumulated more than 800 mgt. Testing has confirmed some previous results and has identified performance issues.

Highlights include: • Insulators have been replaced twice in one of the conventional concrete tie test sections. The first time was at 240 mgt after the ties were installed and the second time was at 580 mgt after the first replacement. Conventional geometry measurements did not

December 2014

identify this problem in either case. Visual inspection, gauge restraint measurements under an applied lateral load (FRA T-18 vehicle) and “(rail) base gauge” (railroad geometry vehicle) have identified the problem area.

Figure 3 shows a typical failed insulator in the test zone.

• Softwood ties with cut spike plates have shown the most gauge deterioration. Softwood ties with elastic fasteners are only slightly better. Tie plate cutting is contributing to gauge widening in both zones. Degradation has been gradual and has not been a safety issue. The decision on whether to use softwood ties should be based upon initial costs and expected tie life in specific conditions.

• Hardwood ties with elastic fasteners have performed nearly as well as concrete ties with raised shoulders and wide insulators in terms of gauge performance.

• One type of plastic composite tie has been in track for nearly 2,000 mgt. More plate breakage and more ballast churning have occurred in the plastic tie sections than in the wood tie sections.

Figure 4 shows loaded and unloaded gauge measurements taken in April 2014 by the FRA T-18 Gauge Restraint Measurement System (GRMS) through the tie and fastener test curve.

Future testing

Experiments at FAST are regularly updated to ensure that the program continues to meet the needs of the industry. Tests expected to begin in 2015 include the addition of two more riveted steel bridge spans (replacing two concrete spans), heat treatment to r e d u c e t h e h e at - a f f e c t e d z o n e s associated with electric flash-butt welds and advanced steels for special trackwork castings. www.rtands.com

Ergonomics and innovative technologies fuel the handheld tool market.

Railtech Matweld’s Head Wash Grinder removing material for a head wash repair weld to be installed.

by Jennifer Nunez, assistant editor

getting big jobs done with

hand-held tools

M

anufacturers and suppliers of hand-held tools are offering the most comfortable and safe products to combat operator fatigue and reduce injury risk.

Amsted RPS

2014 was an exciting year with much growth in the Amsted RPS product line, says John Stout, vice president sales and marketing. Amsted RPS introduced the Buy Americacompliant e-clip, manufactured out of its Atchison, Kan., facility. A complete line of hand-held tools are available for each fastener. Most recently, Amsted RPS developed an e-clip pull–on tool made of lightweight 22 Railway Track & Structures

aluminum constr uction with an ergonomic design made for quick, easy and safe installations.

“As the MACRO Armor product line of abrasion-resistant products has expanded over the past three years, Amsted RPS has developed the tools to make installations more accurate and increase work crew productivity,” Stout explained. “We recognize the limited track time available for railroad maintenance crews constrains their ability to productively repair and upgrade rail infrastructure, so in response, we have developed our MACRO Armor Repair Plate and MACRO Placement Tool that ensures the original geometry of the rail seat is restored, while reducing

December 2014

the time to repair concrete by more than 25 percent.”

Amsted RPS manufactures fastening products for wood ties, concrete ties, direct fixation and embedded rail systems. The company anticipates a strong year for its portfolio of fastening products and associated track tools in support of customer initiatives to build capacity and maintain infrastructure.

In addition to the standard line of hand tools, Amsted RPS also develops custom designs to meet unique needs of customers. Each new design is rigorously tested in its AALA-certified lab located in Atchison, followed by field trials for performance and durability. www.rtands.com

hand-held tools “Amsted RPS tools are designed to be lightweight, with most weighing less than 25, pounds but tough enough to endure years of use in the field,” said Stout. “The Amsted RPS E-Z Wrench, for example, is engineered for convenience with the end-user in mind. A unique three-piece mechanical advantage design transfers the most power with the least effort, more than four times the amount of applied force.”

Cembre

Cembre Inc. recently developed its SD-15PR reverse gas-operated tie drilling machine.

“If the bit jams into the wooden tie, the bit can easily be removed by operating the reverse feature of the machine,” said Riccardo Rigattieri, North American sales manager, of the machine.

Cembre says it has had positive growth on a yearly basis and that 2015 also looks very positive with both transit and Class 1 customers.

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“Safety always plays a major part in any of Cembre’s R&D for new and existing tools. Hence, us developing the first ever fully-automatic gas-operated rail saw,” noted Rigattieri.

Gage Bilt

Gage Bilt developed a special nose assembly for pulling 3/4-inch C6L Lockbolt for a rail company in Ohio, which needed a special nose assembly that could fit down into a tight, recessed area. Gage Bilt engineered a 24-585-46SC chisel nose that fit into their application.

Kyle Lang, sales director at Gage Bilt, says business has been steady in 2014 and the company will be releasing new tools in 2015.

An area he sees growing for the rail industry would be the oil shipments and tanker production.

“With the need for oil tankers to transport our natural resources, tanker production is driving up most of our demand in the rail industry.”

Hougen

“In response to customers’ requests, we have modified our Trak-Star gas impact wrench for increased durability,” said Bill Rickard, sales, Hougen Manufacturing. “We redesigned a number of high-wear parts to give the product more tool life.”

According to Rickard, business is on track for Hougen and has been holding steady for this year. As he looks ahead to 2015, Rickard anticipates increased spending with rail maintenance and additional track lines being added to help with the increased demand.

“Safety is always a priority with our tools and in our design,” he noted. “We make sure to follow weight restrictions and track requirements. At Trak-Star, there are a number of field technical representatives that frequently hold safety/training meetings with customers to insure the proper and safe use of Trak-Star tools. We also perform field service and preventative maintenance on our products to ensure the tools are

Railway Track & Structures

December 2014 23

hand-held tools in top shape.”

Over the past year, demand has increased with a number of new rail projects and, at the same time, existing rail maintenance has also increased, he says.

“I see transits maintaining and adding additional lines, Class 1s doing the same, shortlines maintaining their track and contractors doing all the above,” Rickard added.

PortaCo says it saw steady growth through 2014 and expects a doubledigit increase in 2015.

“Increased rail traffic in the Midwest fueled by the oil industry and a movement from tr uck to railroad intermodal affects the need for track maintenance and repair boosting sales for tool manufacturers like PortaCo,” Craig Cook, national sales manager, noted.

PortaCo

Racine Railroad Products

PortaCo, Inc, which is now part of the global Goldschmidt-Ther mit Group, offers the railroad industry its re-engineered weld sheer, which the company says offers increased sheering force with timed sheer at 17-19 seconds and automatic rapid retract. It also has developed its spike driver, which weighs 67 pounds and has a hard strike. Its deadhead driver/ tie tamper/ice chipper is designed to be lightweight, at 44 pounds, and a multi-purpose tool.

24 Railway Track & Structures

Racine Railroad Products has several new and improved hand-held tools for 2015. “ We h a ve d e ve l o p e d a n e w Racine HS gasoline rail drill that will improve operator ergonomics with a single pull operating handle, as well as add value by incorporating quick disconnect chucks and multi-use rail shoes to increase production,” explained Steve Ries, sales and product manager at Racine Railroad Products.

“In addition, this model has a smaller

December 2014

footprint specifically targeted for use in electrified third rail applications.”

Racine Railroad Products will be introducing a new “flip over” feature of its Hydraulic SprintSaw rail saw to allow operators to cut from both sides of the rail without removing the rail clamp. This feature is said to increase production and allow more cuts per cut-off wheel.

The com pany n ow o ffer s i t s Gasoline Tie Drill with a bit guard, which is designed to increase safety and has a drilling depth gauge for more consistent holes without overdr illing to increase production.

Racine has also developed a twostage Spike Puller to meet customer’s specifications to increase operator safety by lessening the amount of “kick” when pulling spikes.

Business has been strong for 2014, the company says and plans to add new tools and modify its existing tool line in 2015.

“Improving operator safety has

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hand-held tools always been our pr imar y goal,” explained Ries. “We continually explore and implement changes to our product line to reduce operator fatigue and the risk of operator injury. For example, we added a new spark guard option for all of our rail saws to help protect against starting brush fires.”

Railroad maintenance contractors have been a growing tool market with Racine Railroad Products, the company says.

“Contractors face many challenges as they move from job to job, one of which is not having enough power tools on hand as their crews get dispatched,” said Ries. “We have a considerable inventory of gasoline and hydraulic tools in stock ready to ship, in most cases same day, keeping the gangs productive and not losing any time waiting for tools to become available.”

Attaining longer tool life has always been a hot topic and one way to do so Ries says is by preventing hydraulic tools from overheating, which can cause seal failures and undue component wear. To help prevent overheating , Racine developed a portable Trak Pak II Hydraulic Power Unit that offers a thermostaticallycontrolled electric oil cooler fan and a large, nine-gallon hydraulic reservoir to disperse heat and keep hydraulic fluid temperatures low.

to the company’s Head Wash Grinder.

He says it is ergonomically designed, lightweight and compact features make transport and storage-friendly.

“Avoiding back strain and operator fatigue is very important to the industry,” he explained. “When designing equipment, it is important to keep that criteria incorporated. Just as with our new Head Wash Grinder, our profile and multi-purpose grinders used in combination, permit the grinding of rail welds while maintaining an upright standing position. Maintaining an ergonomic stance reduces bending and back strain. It is our approach to design equipment with not only safety, but ergonomics in mind.”

ROBEL

In 2014, ROBEL introduced the 62.05 Vertical Tamper Series, which allows the ballast to flow underneath the crossties and compacts it in order to rectify running surface level errors.

ROBEL says it is expecting a positive result of the 2014 business

Hougen’s Trak-Star gas impact wrench.

year with increasing sales for the coming year. The company notes that the 62.05 Vertical Tamper series is enjoying high acceptance in the market. Also this year, U.K.’s Network Rail placed an order of eight 69.70 Mobile Maintenance Systems (MMS) with the company. The order includes the accoutrement of the systems with hand-guided machines and equipment,

Railtech Matweld

“Developments with welding processes have created the need for customdesigned solutions in the realm of grinding,” said Alex Hellkamp, vice president sales and marketing at Railtech Matweld. “The Head Wash Repair Weld that has been developed and brought to industry by Railtech Boutet is a prime example. The Head Wash Weld Repair Weld removes defects from the ball of the rail with minimal disturbance to the track.

Railtech Matweld pioneered the grinding solution for this process. This new grinder, which is ergonomically designed permits all operators to produce safe, effective and repeatable results, which is what the industry needs from equipment manufacturers.”

Hellkamp says the targeting of a defect and weld repairing requires grinding out the defect zone precisely from the ball of the rail; the process requires a controlled width and depth to be ground out. For this, Hellkamp points www.rtands.com

Railway Track & Structures

December 2014 25

Top, Racine Railroad Products’ HS gasoline rail drill.

Bottom, Amsted RPS’ MACRO position tool, which is designed for a quick, easy and safe installation. Opposite page, Gage Bilt’s special nose assembly for pulling 3/4-inch C6L Lockbolt.

as well as their individual customization.

“An important aspect in developing ROBEL products is to ensure the best possible operator safety,” explained Otto Widlroither, technical business development, Robel Bahnbaumaschinen GmbH. “Many hand-guided ROBEL machines can be equipped with a dead man’s brake or safety wire breakage. For the new 62.05 Vertical Tamper, a central safety shutdown can be provided.”

The 69.70 MMS operates as a “protective environment.” Working conditions are similar to those of a workshop; inside the system the operator has direct access onto the tracks. The company says track construction work is carried out without risks by oncoming trains or neighboring track.

“Safe and ergonomic working conditions are becoming increasingly important for purchase decisions,” Widlroither said. “ROBEL has been focusing on product ergonomics.

Most of ROBEL’s hand-guided machines without trolley weigh less than 55 pounds and the 62.05 Vertical Tamper series has a patented vibration decoupling on two levels, which provides low hand-arm vibration.”

26 Railway Track & Structures

December 2014

www.rtands.com

hand-held tools Stanley Hydraulic Tools

Stanley Hydraulic Tools now offers its new SD67 Series Hydraulic Rail Spike Driver. It is equipped with a lower solid on-piece lower foot designed for heightened durability and performance. Bundled with these changes is the new brand color scheme and easy ride leg guards for added comfort during operation. “ T h e s e e n h a n c e m e n t s d e m o n s t r a t e S t a n l e y ’s commitment to continually innovate our tools to meet our customers’ expectations,” said Mike Cardinal, vice president business development.

The SD67 series will continue to come with anti-vibration handles for smooth tool operation and a feathering on/off valve for added controllability. Stanley’s SD67 Hydraulic Rail Spike Driver performs 1,300 impact blows per minute. New model numbers include two different length options: 28.75 or 32.25 inches and hydraulic hose whips and couplers are included to maintain a plug and play connection.

Additionally, Stanley has launched a new line of rail abrasives to complement its line of 14-inch and 16-inch Hydraulic Rail Saws. The saws feature an engineered resin-web constr uction for f ast and cool cutting; Zirconium oxide grain wheels are used for superior cutting and long wheel life. The saws are suited for all swing frame designs and are powered by hydraulic, gas or electric cutoff saws.

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Cardinal says fiscal 2014 remains strong for the company with several new product development projects underway for 2015. The focus continues to expand the product portfolio and technology.

“Levering our experienced field sales force, Stanley works closely with the railroads,” explained Cardinal. “Using ‘voice of the customer’ techniques in the field, we listen closely to the customer and integrate that feedback into new technologies that will increase operator safety and performance.”

The maintenance-of-way segment has been very active in 2014 and investment in infrastructure is noticeable through Stanley’s order rates, he says.

“The market demand for increased operator safety, lower fatigue rate and dependable tools continues drives Stanley to engineer more proficient tools for the rail industry,” Cardinal explained.

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December 2014 27

Tunneling

Work being done to increase the vertical clearance of the tunnel.

new heights Mascaro Construction Company

A little out-of-the-box thinking solves challenges presented by geometric constraints and limited site access in order to modify the J&L Tunnel.

by James H. Swadley, P.E., project manager, Michael Baker Jr., Inc. (a Michael Baker International company); Joseph A. Gula, project manager, Mascaro Construction Company and Michael W. Hoey, P.E., PLS director–project management – NGI, CSX Transportation, Inc.

F

or more than 100 years, the Jones and Laughlin (J&L) Tunnel has served as a critical link in the local rail system and national rail network. The tunnel is 1,626 feet long, 25 feet wide and had an approximately 19.5-foot vertical clearance before this project was completed. It carries a single track and lies beneath the core of the busy Southside Works redevelopment site from Hot Metal Street to 26th Street in Pittsburgh, Pa. The area above the tunnel is used as a green-space park and, on average, more than 30 trains per day pass through the tunnel.

CSX Transportation Inc. (CSXT) desired to raise and reconstruct the roof to provide a minimum of 21 feet of vertical clearance as part of the National Gateway Clearance Improvement Program public-private partnership, but realized the significant engineering and logistics challenges the task presented: How could a design-build team costeffectively increase vertical clearance in a heavily-used, 1880s-era railroad tunnel, located beneath a busy urban commercial, retail and residential develop28 Railway Track & Structures

ment, while maintaining rail operations and the structural stability of the tunnel’s dry-stacked, masonry stone gravity walls during construction?

The design-build team of Michael Baker Jr., Inc. (a Michael Baker International company), Mascaro Construction Company, LP (Baker-Mascaro), analyzed conditions and devised a means to safely and cost-effectively increase vertical clearance by replacing the tunnel roof using a 250-ton crawler crane, while minimizing impacts to rail traffic and the surrounding community during construction.

Baker performed an in-depth inspection of the tunnel walls and roof and employed mobile LiDAR technology to map the interior of the tunnel to a level of accuracy appropriate for final design.

The design-build team then developed an intricate staging sequence for moving the crane from the street, over the embankment and onto the roof. Mascaro safely completed the entire sequence of crane staging, removal of the roof, extension of the tunnel walls and replacement of the roof in each of the tunnel parks,

December 2014

without any significant difficulty.

During construction, trains needed to proceed unimpeded, businesses had to remain open and vehicular and pedestrian access had to be maintained on the surface streets above and adjacent to the tunnel. Construction operations were to be limited to the hours from 2:00 a.m. to 11:00 a.m. daily to preclude impacts to the local businesses.

Even with these restrictions, field investigations, final design and construction were completed during an 18-month period and increased vertical clearance was achieved in 12 months.

Research, field investigation

After preliminary engineering and the geophysical investigation produced limited information, the Baker-Mascaro team consulted original construction drawings of the tunnel from the 1890s in order to gain a better understanding of the tunnel’s configuration and composition.. The historic information revealed the original roof composition; detailed portions of the tunnel roof replacement www.rtands.com

CSX J&L Tunnel Modification that took place between the 1930s and 1950s and provided clues to the actual width and batter of the dry-stacked masonry tunnel walls. As these drawings were studied and the tunnel structure was analyzed, it became evident that the walls could be over-stressed during construction operations. This became one of the key challenges for the project.

The subsurface investigation consisted of test pits, test borings, vertical probe holes through the roof, horizontal probe holes through the tunnel walls and horizontal coring of the masonry tunnel wall to characterize subsurface conditions at three representative locations along the tunnel.

Baker used its mobile LiDAR unit to map the inside of the tunnel, precisely defining the configuration of the walls and roof. The geometric data obtained from measuring and probing on the outside of the tunnel and data from mobile LiDAR evaluation of the inside of the tunnel were then used to develop composite typical sections of the tunnel walls and roof. The typical sections then

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served as the basis for development of the tunnel modification design and the subsequent project work plan.

Following the field investigation and soils testing, the tunnel walls were analyzed for stability against sliding, overturning and maximum bearing pressure. It was determined that wall stability was generally governed by available sliding resistance. The results indicated that, during construction, the walls could possibly slide or tip as a result of the roof and overburden being removed and the surcharge loading resulting from placement of the construction crane on the street, above and adjacent to the tunnel walls.

There were very few reasonable alternatives to planning construction operations. The design-build team came up with a unique solution where a 250-ton crawler crane would be assembled in place on the existing tunnel roof, which would serve as a launching point for construction operations. The crane would then be used to sequentially remove the old roof and

place the new roof beams.

To avoid overstress of the existing roof and the walls, the crane staging plan initially required the crawler crane, without the boom and counterweights, to be walked from the street onto the fill above the tunnel roof. The plan then required the crane to be turned 90 degrees, so that the crawlers were perpendicular to the existing roof beams, in order to equally distribute the temporary construction loading over the full length of any supporting roof segment.

The crane was then to be walked off of the fill and onto the existing roof. Final assembly of the crane, with boom and counterweights, was completed with the crane sitting directly on the roof.

After the existing tunnel roof was removed, the tunnel walls were raised and the new roof beams were placed.

The staging plan then required the crane to be dismantled and walked back out onto the street in the reverse order. The process of crane staging and construction was repeated successfully for each of the three tunnel parks that

Railway Track & Structures

December 2014 29

CSX J&L Tunnel Modification were separated by cross-street bridges.

During this entire process, the existing tunnel walls were carefully monitored by taking measurements daily between control points until the new roof was in place.

Roof removal, replacement

To achieve the increased vertical clearance, the tunnel walls were extended with one-foot, six-inch-thick cast-inplace concrete wall extensions that were dowelled into the existing capstones. Pre-cast concrete beams, nominally 30-feet long, 6-feet wide and 1-foot, six-inch deep, were designed for the new tunnel roof.

The existing site was a landscaped park and the project began with the removal of the trees, which were then temporarily stored offsite for future replanting during the site reclamation process. Because the project was within the Pennsylvania Department of Environmental Protection (PADEP) Act 2 Southside Works Brownfield Site, all material had to be managed

30 Railway Track & Structures

in accordance with a Consent Order and Agreement between the PADEP Bureau of Waste Management and the Urban Redevelopment Authority of Pittsburgh (URA).

The site was previously covered with 12 inches of clean cover material, which was removed and stockpiled by Mascaro and covered for later reuse.

Approximately 3,000 cubic yards of cover soil was stockpiled and approximately 17,000 cubic yards of additional excavation was completed in order to expose the tunnel roof.

Several utilities spanned over the tunnel, including gas, water, telephone, electrical, communication and storm drainage lines. Most of these were temporarily capped and removed, except for the telephone and communications lines, which were kept in service and supported during construction.

The reconstruction began by sawcutting the existing roof, generally on three-foot centers. This permitted the crane to pick off the old roof, which was then broken up and hauled off site. As

December 2014

work progressed between the cross-street bridges, the wall extensions were formed and poured in one tunnel park at a time.

In order to move the crane from the old to the new roof, crane mats and blocking were temporarily placed on top of the existing roof, thus raising the elevation about two feet to meet the top of the new roof beams. The crane crawled onto these mats and then onto the new roof.

Once the new beams were placed and reconstruction was completed in one tunnel park, the crane was moved to the next park and the process was repeated.

Beneath the cross-street bridges at Hot Metal, 28th and 27th Streets, the existing roof was also saw-cut and removed. The same design approach was applied to increasing the vertical clearance to a minimum of 21 feet under these bridges, as was applied to the rest of the project. Concrete wall extensions were cast in place and the new roof beams were rolled and jacked into their final position under the existing bridge superstructures.

Nine precise pre-cast roof beam

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CSX J&L Tunnel Modification

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Restored park space following the project’s completion.

lenging of the 43 projects in Phase 1 of the National Gateway Program. It ended up being the brightest spot and least complex of the 43.”

This article is a modification of a paper “CSX Transportation J&L Tunnel

Modification Project” presented at the 2014 American Railway Engineering and Maintenance-of-Way Association (AREMA) Annual Conference in Chicago, Ill., Sept. 28-Oct. 1, 2014. The full paper is available in the Proceedings of the 2014 AREMA Annual Conference.

Railway Track & Structures

December 2014 31

michael baker Jr., Inc. (a michael baker international company)

sizes, with slight differences in plan dimensions, were used so they would fit together to match the horizontal curvature of the tunnel alignment.

After the precast beams were placed, they were doweled into the wall extensions and the entire roof was covered with a three-part membrane waterproofing consisting of rubberized asphalt and fiberglass reinforcement.

Restoration of the site included replacing the green space and parks above the tunnel. After the new tunnel roof was waterproofed and the utilities were reconnected over the tunnel, the excavation was backfilled and capped with clean fill. The original trees in the tunnel parks were replanted as part of the extensive site restoration process.

This design-build project was completed in July 2013 at a total cost of $10.2 million.

At the completion of the project, Michael Hoey, project manager for CSXT, noted, “Our engineering department in Jacksonville felt this would be the most difficult and chal-

Chicago transit authority

A round up of the issues, regulations and efforts undertaken to increase safety of railroad workers. by Mischa Wanek-Libman, editor

2014 year in

safety

R

ailroading is one of the most unforgiving work environments around. Working safe is always at the top of every priority list, yet, “to err is human” and until the human factor in accidents can be safely mitigated, failures will continue to happen. But that does not stop the industry from striving for improvement in the realm of safety and developing better ways to manage the one thing that is inherent to the job of railroading: Risk.

Freight efforts

The safety focus and discussion of 2014 regarding freight railroads has been driven in large part by issues related to the transport of crude oil by rail. While many of the proposed rules, new regulations and political and community pressures to change standards surrounding rail cars and operations do not affect engineering departments and maintenance-of-way crews directly, the increased effort to accomplish more frequent track inspection does.

The Federal Railroad Administration (FRA) issued a final rule in Januwww.rtands.com

Crews stand together for a safety talk at a shift change during Milwaukee Elevated Work on the CTA.

ary amending the Federal Track Safety Standards to promote the safety of railroad operations by enhancing rail-flaw detection processes. The rule change went into effect in March.

In particular, FRA established minimum qualification requirements for rail-flaw detection equipment operators, as well as revising requirements for effective rail inspection frequencies, rail-flaw remedial actions and rail inspection records. In addition, FRA removed regulatory requirements concerning joint bar fracture reporting.

At the time of the rule’s publication, the FRA anticipated the rule would enhance the Track Safety Standards by allocating more time to rail inspections, increasing the opportunity to detect more serious defects sooner, providing assurance that qualified operators are inspecting the rail and causing inspection records to be updated with more useful information.

In late February, major freight railroads in the United States joined the U.S. Department of Transportation in announcing a rail operations safety initia-

tive that instituted new voluntary operating practices for moving crude oil by rail.

Concerning mainline routes over which trains with 20 or more loaded cars of crude oil travel, the railroads volunteered to perform at least one additional internal-rail inspection each year above those required by the new FRA regulations and conduct at least two high-tech track geometry inspections each year.

Additional voluntary measures were agreed to as it pertains to braking systems, use of rail traffic routing technology, operating crude-by-rail trains at lower speeds dependent on tanker car age and number of tanker cars, community relations, increased emergency response training and emergency response capability planning.

On the shortline railroad front, U.S. Sens. Patty Murray (D-WA) and Susan Collins (R-ME), introduced a bill in June that would authorize a new Short Line Rail Safety Institute. The senators said it will enhance the safety practices and culture of shortline railroads.

The leg islation would autho-

Railway Track & Structures

December 2014 33

rize funding to support grants for research, development, evaluation and training efforts to support the 550 shortline railroad companies that operate more than 50,000 miles of track in the United States.

“Whether a train is carrying crude oil on a major rail line or on a short, local route through small towns across America, we need to make sure everyone is safe, both on the train and near the tracks,” Sen. Murray said. “We need to have the right policies in place to prevent accidents and respond to emergencies wherever they happen and establishing a Short Line Rail Safety Institute is a strong step in the right direction.”

The senators said the new Short Line Rail Safety Institute would assess the operations and safety programs of shortline railroads; develop best practices and work with shortlines to implement these practices; provide professional on-site safety training for shortline employees; purchase and utilize safety training assets (such as locomotive simulators); assist the FRA in implementing its railroad research and development and outreach programs and tailor such programs for shortline railroad operations and help improve safety culture, including a reduction in the frequency and severity of injuries and incidents, as well as improved compliance with regulatory requirements.

In August, the FRA funded two grants totaling $350,000 to support development of a Short Line Safety Institute. The funds include a $250,000 grant to the American Short Line and Regional Railroad Association (ASLRRA) to begin the pilot phase of safety culture assessments.

Pilot testing will begin in January 2015 and will initially focus on the safety of crude oil transportation by rail. With the grant money, ASLRRA will conduct a comprehensive review of the existing safety programs on shortline and regional railroads; use tools developed by the University of Connecticut to identify areas of non-compliance and help railroads develop a culture of commitment to railroad safety; provide access to effective safety training processes, programs and resources and develop large libraries of training tools, technical materials and other educational resources to assist small railroads 34 Railway Track & Structures

December 2014

in instilling a culture of safety.

The University of Connecticut also received a $100,000 grant from FRA to conduct initial work that will focus on the development, testing and validation of safety education, training and development for managers and employees.

“Although the shortline industry has an excellent safety record overall, we owe it to the public and the industry to drive continuous safety improvement,” said Federal Railroad Administrator Joseph Szabo. “These grants are a first step in assisting the industry to further identify and contain risks.”

Transit efforts

For transit and commuter service providers, 2014 placed an uncomfortable spotlight on various safety practices following a series of high-profile accidents involving roadway workers. The National Transportation Safety Board (NTSB) issued a special investigation report on roadway worker safety stating in the report’s abstract that 2013, the last year that data was available, had the most roadway workers killed in a single year since 1995.

“Railroad and rail transit roadway workers are subject to on the job risks and hazards markedly different from those faced by other railroad employees. The jobs of railroad engineers and conductors include risks primarily related to moving trains derailments, collisions with other trains; the jobs of roadway workers involve hazards that include moving rolling stock and other equipment and vehicles, as well as falls, electrocution, and natural hazards,” the NTSB wrote in the report. “The number of roadway worker deaths in 2013, the findings from investigations of those deaths and the increasing number of these fatalities prompted the NTSB to initiate this special investigation to identify safety issues facing roadway workers and to recommend actions to address these issues.”

Among the report’s findings are that comprehensive job briefings could help prevent accidents and that national inspection protocols for work activities are necessary to ensure the safety of roadway workers. The NTSB issued recommendations to the FRA, the Federal Transit Administration (FTA), the Occupational Safety and Health Administration and the Fatality Analysis of Maintenance-of-Way Employees www.rtands.com

2014 year in safety and Signalmen Committee. The recommendations call for additional training, harmonization of standards, a national inspection program and greater stakeholder participation in roadway worker fatalities, among other measures.

More recently, the FRA issued a safety advisory following NTSB’s safety recommendation related to dispatchers and redundant signal protection.

Safety Advisory 2014-02 Roadway Worker Authority Limits, highlights the need for railroads to ensure that appropriate safety redundancies are in place in the event an employee fails to comply with existing rules and procedures.

The three measures the FRA expects railroads to take immediate action on include increased monitoring of employees for compliance with existing applicable rules and procedures; examination of train dispatching systems, rules and procedures to ensure that appropriate safety redundancies are in place and last, if a railroad determines that appropriate safety redundancies are not in place, adopt electronic technology that would provide appropriate safety redundancies.

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FRA said that until such technologies are in place, railroads should stress importance of dispatchers being advised of roadway workers’ whereabouts and work plans; forbid student dispatchers from removing blocking devises until confirmed by a supervisor and that, prior to passing any absolute signal, a roadway worker should verify the limits of his or her authority.

The Moving Ahead for Progress in the 21st Century Act (MAP-21) granted the FTA new safety regulatory authority and it is working with the Chicago Transit Authority (CTA) in a first-of-its-kind safety program that will serve as a model for transit agencies throughout the country.

FTA will conduct a voluntary safety examination of the CTA’s rail and bus transit system to help the transit agency assess the strengths and weaknesses of the safety of operations and identify areas where the agency can further reduce risks and make other safety improvements. According to the CTA, the program is part of a yearlong focus to become an industry leader in

all areas of safety.

The safety examination, which began December 1, entails three activities to help develop a Safety Management System (SMS) approach including an SMS gap analysis, including SMS training across several levels of CTA and a safety culture assessment survey for front-line personnel and supervisors; a rail safety assessment, whereby FTA will conduct an evaluation of CTA’s rail operations and maintenance programs to acquire the safety information and data needed to support meaningful analysis of safety risks and a bus safety assessment.

Early next year, FTA and CTA will summarize the results of this assessment and develop a roadmap to help CTA build a mature and effective SMS process.

“Like we’ve done elsewhere in the organization, we’re taking a top-to-bottom look at how we approach safety,” CTA President Forrest Claypool said.

“Our goal is to have one of the most comprehensive safety programs of any U.S. transit agency.”

Railway Track & Structures

December 2014 35

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

online seminar railway electrification: an introduction and overview January 14, 2015 1p.m.-2p.m. EST

This 60-minute online seminar will discuss the different types of electrically-powered rail-based transportation systems from light rail to heavy-haul freight and will provide participants with an understanding of the various types of electrification systems that are used to provide power to the vehicles. Issues associated with the utility interfaces, construction, maintenance and installation costs will also be covered. The online seminar is designed to provide decision makers and support staff, who may be faced with the questions about the benefits of electrifying existing or new systems, with a broad overview of rail system electrification and how it should fit into their planning decisions.

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

www.rtands.com

Randy Bowman AREMA President 2014-2015

Here we are, right in the middle of the holiday season. I hope everyone was able to celebrate with family and friends during Thanksgiving; sharing fun, food and fellowship (and a little football).

If not, I hope that you are able to do that during the Christmas holiday or whatever holiday you celebrate. This is always the busiest time of the year with the travel, shopping, cooking and get-togethers.

However, I hope everyone had or will have the opportunity to slow down enough to enjoy the time with family and friends and reflect on all we have to be thankful for, personally and professionally.

We, as an industry, have much to be thankful for. The economy continues to recover, pushing our freight and passenger numbers higher year-over-year. Our companies are posting record financial results and hiring more employees to handle the increased business.

Many expansion projects are underway to improve our infrastructure.

As a result, it’s not just the railroads who are doing well, but our suppliers, contractors and consultants are experiencing the same growth. I’m personally thankful for all this, but also for the team environment that I am able to work in. It makes coming to work each day something to look forward to. But what it’s really all about for me is having a wonderful wife and family to come home to. That’s what I’m most thankful for.

After Thanksgiving, we turn some of our focus on sending cards and letters to those friends and family members we don’t get to see as often as we would like. It’s a good time to catch up on what has gone on in everyone’s life during the past year from the correspondence we receive. Again, I hope everyone is able to spend time with family and friends during the holidays, taking time to enjoy all that the season has to offer and to remember the holiday seasons of the past and make new memories for the future.

Gift giving has become a large part of the holiday season. We like to give gifts to those special people in our lives to let them know how much they mean to us. It’s not about the biggest or most expensive gift. It’s about the gift that has meaning between the giver and the receiver. There is only one perfect gift! Some people also use this time to give to charities. Please consider making an investment in our future by donating to the AREMA Educational Foundation. It’s an excellent way to show your thankfulness for the industry we work in and help promote young college students to railroad engineering careers (and it’s tax deductible).

As we wrap up 2014, I want to let everyone know that AREMA remains strong; in its leadership, its staff, its members and its finances. AREMA and its predecessor organizations have been fulfilling our mission of “the development and advancement of both technical and practical knowledge and recommended practices Continued on page 38 Railway Track & Structures

December 2014 37

AREMA NEWS

2015 Upcoming Committee Meetings Jan. 8

Committee 10 - Structures, Maintenance & Construction

Jan. 22-24 Committee 24 - Education & Training

Hollywood, FL Winter Haven, FL

Jan. 29-30 Committee 8 - Concrete Structures

& Foundations

Feb. 9-10 March 3-4

Panama, Central America

Committee 1 - Roadway & Ballast

Feb. 11-12 Committee 7 - Timber Structures

Charlotte, NC

Jacksonville, FL

Committee 38 - Information, Defect Detection

& Energy Systems

Jacksonville, FL

Feb. 3-4

Committee 15 - Steel Structures

San Diego, CA

March 4-5

Feb. 5

Committee 9 - Seismic Design for Railway Structures

San Diego, CA

March 24-25 Committee 27 - Maintenance of Way Work Equipment

Committee 39 - Positive Train Control

Jacksonville, FL Lisle, IL

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

Continued from page 37 per taining to the design, construction and maintenance of railway infrastructure” for more than 100 years. Our membership is at an all-time high with more than 6,800 members worldwide. I’m proud to announce that we have added our 18th Student Chapter at Concordia University in Montreal, QB, Canada. It’s great to see this continued growth. Planning is already underway for our next annual conference in Minneapolis, Minn. This year, it will be held in conjunction with Railway Interchange 2015 with our partners RSI, REMSA and RSSI. We look for next year to be a great year.

I want to thank everyone who helped make AREMA successful in 2014 and those who will continue that support in 2015. I wish each of you and your loved ones a very happy holiday season. May you enjoy a healthy, productive and prosperous New Year. Be safe and make a positive difference.

Not an AREMA Member?

Join today at www.arema.org

FYI…

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

Now available: 2015 Communications & Signals Manual of Recommended Practices.

Please visit www.arema.org or contact Beth Caruso at 301-459-3200, ext. 701, or bcaruso@arema.org to place an order.

Railway Interchange 2015, October 4-7, 2015, in Minneapolis, MN. Registration will open on January 5, 2015. Visit www.railwayinterchange.org for more information. Interested in 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.

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

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

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 this mentoring program. 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.

38 Railway Track & Structures

December 2014

T he O f f i c i a l AR E M A L in ked I n Group Join the official AREMA LinkedIn Group by visiting www.linkedin. com and searching groups for “American Railway Engineering and Maintenance-ofWay Association.”

Put your career on the right track w i t h AR E M A ’ s R a i l w a y C a r e e r s Network. Services are FREE and include confidential resume posting, job search and e-mail notification when jobs match your criteria. www.rtands.com

Getting to know Mike Lewis Each month, AREMA features one of our committee chairs.

We are pleased to announce that the December featured chair is Mike Lewis, chair of Committee 33 - Electric Energy Utilization.

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

Lewis: I was born in the U.K. and went to college in Liverpool as part of a four-year student apprenticeship program. I trained as a mechanical engineer with an emphasis on industrial engineering, spending six months in college and six months in the industry. My industrial training with BICC, a major cable-making company, covered most aspects of the production of all types of electrical cables, including time in the copper refinery, the wire rolling mills and wire drawing shops. I also spent time in the foundries and pattern shop, machine shops, laboratories, the drafting department and with various shop-floor maintenance teams dealing with dayto-day issues and for major overhauls during factory vacation closures. In my last industry stint, I was seconded to the Rugby field office which was dealing with site-specific design and construction of a segment of the British Rail West Coast Main Line Electrification. I found the experience fascinating and realized that “this was what I wanted to do.” I decided that I certainly could not contemplate working in a factory for the rest of my life.

AREMA: How did you get started?

Lewis: At the end of my apprenticeship, I applied for a job with the construction division of BICC, thereby becoming a junior engineer working for a design-build electrification contractor on the London end of the West Coast project.

Hence, it was by pure happenstance that I became involved in the railway industry.

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

Lewis: In 1977, I was seconded to Electrack, Inc., the British electrification sub-consultant of BICC/Balfour Beatty, working on the Amtrak Northeast Corridor Improvement Program (NECIP) project in the U.S.A. Shortly thereafter, I was designated as the project manager for the design-build electrification of the San Diego Trolley – the initial U.S. lightrail transit (LRT) system. This was followed by other LRT projects and in 1986 (or was it 87?), the Electrack business development manager suggested that I should be involved in AREA Committee 33, even though it was primarily focused on mainline electrification. And so it was that I joined AREA and Committee 33 and have participated ever since - albeit on some occasions to a lesser extent than I do today, particularly when I was on overseas projects.

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

Lewis: My greatest desire has always been to travel the world and so I consider myself very fortunate that my job has taken me to nine countries (if you count Scotland, which very nearly became independent this past October). Living overseas enabled me to visit numerous other countries, particularly when I was stationed in Southeast Asia and to be exposed to www.rtands.com

Mike and Frances Lewis on the PeruRail Vistadome Train on their way from Cuzco to Machu Picchu.

Mike Lewis Chair, Committee 33 - Electric Energy Utilization Senior Engineering Manager Parsons Brinckerhoff

multiple cultures. In addition, I have lived in the District of Columbia and seven U.S. states and have visited many others in connection with my job. Consequently, I have also been able to see a great deal of this wonderful country. Before leaving the U.K., I had become involved with a local community theatre group and on transfer to the U.S., followed up on that interest by joining The British Embassy Players in Washington, D.C. Now, as vice president and technical director, this interest takes up a great deal of my time as I fill various roles from set designer to master carpenter to stage manager. My wife is also involved in the group as newsletter editor and frequently as the box office manager, meaning that our social life centers around this engaging, but rewarding hobby.

AREMA: Tell us about your family.

Lewis: I live in northern Maryland with my wife of 52 years, Frances, who is a budding author and playwright. Our children, Karen and Kevin, and our three grandchildren live nearby which, after my peripatetic career, is a source of joy and wonder to us both. My daughter followed her mother’s earlier career along an accounting path and is now a CPA and qualified stock broker with a major U.S. company. My son followed in my engineering footsteps, graduating from the University of Maryland as an aerospace engineer, but subsequently joining a property management firm as their construction engineer and is now a vice president. My granddaughters, although both still in high school, are set for careers in the veterinarian and restaurant management fields. My grandson has just started college, but it remains to be seen in which direction he is headed.

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

Lewis: I never say “no” to anything - be it food, travel or one of my daughter’s complicated projects. I find that travel really does broaden the mind and the understanding of Continued on page 40 Railway Track & Structures

December 2014 39

Ask John AREMA NEWS

A: A roadheader, also known as a partial

face boring machine, is a special type of excavation equipment used in tunneling.

It is comprised of a long arm with a rotating barrel (transverse cutter head) or a pointed spindle (axial cutter head) covered with hard teeth (chisel or button bits) used for cutting with a sweeping motion from side to side.

Roadheaders can be set up much faster than tunnel boring machines and are more adaptable to changes in geology. They offer the immediate ability of installing support in weak rock.

There are two versions available. The first is an excavator with a roadheader

Continued from page 39 international issues. To really participate in the world in which we live, one has to experience it first hand and not take someone else’s view as sacred since, very often, it is far from the truth. I also find it a complete impossibility to not have some sort of project on the go.

AREMA: What would you say is your biggest achievement?

Lewis: Being successful in my chosen field and fulfilling my desire to travel at the same time. I continue to learn from new projects and this is especially true of my current assignments working for Parsons Brinckerhoff on a part-time basis in support of the electrification of the California High-Speed Rail project. I also enjoy the opportunities I have to pass on my knowledge and experience to those who are following behind me and welcome the consultations which come my way.

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

Lewis: Start now. The freight railroads are the backbone of this nation and rail-based mass transportation’s day will come in the U.S., as it has elsewhere in the world.

Get involved in AREMA and meet people who have experience in many engineering disciplines and can guide you towards the path which would suit you best. Don’t be afraid to move to new locations - especially those in other countries - as there is always something more to learn in a different (new) environment.

40 Railway Track & Structures

Q: What is a roadheader?

attachment. This has the advantage of long reach when excavating from a shield and it has a lower cost.

The second is a true roadheader, which has its own spoils/muck collection system, which collects the spoils/muck in a large pan as they are milled from the earth and pushed to the rear of the roadheader. This allows for continuous operations, where a roadheader attachment on an excavator would require excavation to stop in order to remove the excavator so that spoils/muck could be removed.

Roadheaders are versatile machines that can be used in hard clays or rock with less vibration than a tunnel boring machine,

Student chapter highlight:

but they require a significant amount of ventilation due to the amount of dust created. Since it is impossible to completely capture all of the dust when working in the ground that contains quartz, it is usually not possible, or prudent for it to be used since quartz dust can cause cancer.

The larger roadheaders can cut rock up to 30,000 psi and some have computerized guidance systems, remote control systems, onboard generators, hydraulic breakers and hydraulic drilling capability.

(Source: Introduction to tunnel construction

by Chapman, Metje and Stark; Antraquip and Sandvik corporate information).

University of British Columbia

When was this AREMA Student Chapter established?

It was established in 2012.

How many members does this student chapter currently have?

We currently have five members, including two graduate students.

Who is your chapter President?

Robin Forbes Has this student chapter had any recent exciting events occur that you would like to share with the readers of RT&S? On June 11, 2014, we held an outstanding field trip to a Canadian engineering mar vel, the Spiral Tunnels, located near Field, BC, Canada. The series of two tunnels were completed in 1909 and cut through nearly two kilometers (1.3 miles) of the Rocky Mountains. They were constructed to eliminate the four percent grades of “The Big Hill” between Field, BC, and the continental divide.

The trip gave the participants the opportunity to gain knowledge and experience from two retired CP engineers, Tom and Rob, who guided the students through the unforgettable journey.

Do you have any upcoming events?

We have a plan for a guest speaker in the new year and are always looking for field trip opportunities.

December 2014

www.rtands.com

CALL FOR NOMINATIONS Notice to all members of AREMA

The 2014-2015 Nominating Committee, under the chairmanship of Immediate Past President Joseph A. Smak, hereby solicits suggestions and recommendations of candidates to serve on the Functional Group Board of Directors of AREMA in the following positions:

AREMA Publications 2015 Communications & Signals Manual of Recommended Practices© The Communications NOW AVAILABLE & Signals Manual is a manual of recommended practices written by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication.

Downloadable Sections Available Online.

2014 Manual for Railway Engineering© 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, each in a separate volume: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. It is available in four-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (hard copy and downloadable formats).

Downloadable Chapters Available Online.

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

Railway Memoirs by William G. Byers, PE

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

www.rtands.com

2014 Portfolio of Trackwork Plans©

All must be members of AREMA in good standing

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 & post-earthquake inspections.

Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book.

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

(1) Senior Vice President One year term Must be a current or past member of the AREMA Board of Directors, and must be employed by a railway or transit company.

(2) Functional Group Vice Presidents Two-year term (Engineering Services and Structures) Must be current or past members of the AREMA Board of Directors.

(5) Functional Groups will have a vacancy to be filled in the Functional Group Director positions Three-year term (Structures, Communications & Signals, Passenger & Transit, Engineering Services, and Track).

Nominating recommendation should be submitted via letter or fax, and should include all documentation to substantiate the recommendation.

This must be signed by the member making the recommendation.

Deadline for Receipt of Recommendations is January 31, 2015.

The Nominating Committee will consider all recommendations.

Submission of a recommendation should not be construed as affirmative Committee action on that recommendation.

Please fax or mail to: Joseph A. Smak Nominating Committee Chair AREMA 4501 Forbes Boulevard Suite 130 Lanham, MD 20706 USA FAX +1.301.459.8077

Railway Track & Structures

December 2014 41

42 Railway Track & Structures

December 2014

www.rtands.com

CALENDAR JANUARY 2015 7-10. NRC Annual Conference & NRC-REMSA Exhibition. Westin Diplomat. Hollywood, Fla. Contact: Ashley Bosch. Phone: 202-715-1247. E-mail: abosch@ nrcma.org. Website: www.nrcma.org.

11-15. Transportation Research Board 94th Annual Meeting. Walter E. Washington Convention Center.

Washington, D.C. Phone: 202-334-3504. Website: www. trb.org.

15-16. 11th Annual Southwestern Rail Conference.

Holiday Inn Park Cities/SMU. Dallas, Texas. Website: www.texasrailadvocates.org/conference/.

26-27. Fundamentals of Rail Freight Terminals, Yards, and Intermodal Facilities. Crowne Plaza Jacksonville Airport. Jacksonville, Fla. Contact: Joni Graves. Phone: 800-462-0876. E-mail: graves@epd.engr.wisc.edu.

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=P743.

29. CWR and Thermal Forces Workshop. Crowne Plaza Jacksonville Airport. Jacksonville, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@ epd.engr.wisc.edu. Website: http://epdweb.engr.wisc. edu/Courses/Course.lasso?myCourseChoice=N890.

30. Understanding and Complying with FRA 213 Track Safety Standards. Crowne Plaza Jacksonville Airport.

Jacksonville, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd.engr.wisc.edu.

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=N891.

FEBRUARY 2015 18-20. International Railway Summit. Hotel Rey Juan Carlos. Barcelona, Spain. Phone: +44-1326-313945.

E-mail: hello@irits.org. Website:http://www.irits.org/.

MARCH 2015 23-26. 2015 Joint Rail Conference. The Fairmont San Jose. San Jose, Calif. Contact: Stephen Crane.

E-mail: CraneS@asme.org. Website: http://www. asmeconferences.org/JRC2015/.

28-31. 2015 ASLRRA Connections. Hilton Orlando.

Orlando, Fla. Phone: 202-628-4500. Fax: 202-628-6430.

Website: www.aslrra.org.

31-APRIL 1. 20th Annual AAR Research Review.

Transportation Technology Center, Inc. Phone: 719584-0544. E-mail: annualreview@aar.com. Website: www.aar.com.

JUNE 2015 23-26. Railroad Day on Capitol Hill. Renaissance Washington. Washington, D.C. Contact: Kathy Cassidy E-mail: kcassidy@aslrra.org. Website: www.aslrra.org. www.rtands.com

Railway Track & Structures

December 2014 43

PRODUCTS

Portable shove track protection

Protran Technology offers its Portable Shove Track Protection System, a wireless system that allows Class 1s, processing facilities, hump yards, etc., to set up protection limits in minutes without infrastructure and hardwiring costs. The system gives a failsafe confirmation to the locomotive engineer when he/she has reached their limits and also gives the engineer warning when track works are coupling and uncoupling rail cars. Track-specific identifications allow the locomotive operator to be informed of individual track locations and limits within the shove zone. Phone: 973-250-4176.

Ultraviolet explosion LED light

Larson Electronics released its Class 1 and 2 Division 1 and 2 Portable Explosion Proof Ultraviolet LED Light mounted on a base stand fabricated from non-sparking aluminum. The compact LED light head on this unit provides 38,40 0 megawatts of precise 365-nanometer ultraviolet LED light output. The light provides operators maneuverable LED work light for use within hazardous locations. This portable fixture is comprised of a 100-watt LED light head; the lamp can be adjusted up or down 90 degrees and locked into position by loosening the two hand screws located on the side of the light head. Once the light is in the desired position, the operator then tightens the screws back to set the position. The light frame assembly features a carrying handle on the top for transport and a hand screw at the base allowing operators to pivot the top frame assembly on the four leg base stand. Included with this portable LED light is a 100-foot SOOW cord terminated in a 1523 explosion proof straight blade plug. This unit is multi-voltage capable and can be configured to operate on 120-277 volts AC. Phone: 800-369-6671.

44 Railway Track & Structures

December 2014

www.rtands.com

Ad Index Company

Phone #

Airtec International Ltd.

Fax#

+44 141 552 5591

Aldon Company, Inc.

+44 141 552 5064

847-623-8800

AREMA Marketing Department

e-mail address

airtec@intl.co.uk

847-623-6139

301-459-3200

301-459-8077

Page # 27

e-rail@aldonco.com

35

marketing@arema.org

Cover 3

19

Atlantic Track & Turnout Co.

973-748-5885

973-784-4520

stacyw@atlantictrack.com

Auto Truck Group

816-412-2131

816-412-2191

eschoenfeld@autotruck.com

R.J. Corman Railroad Group

800-611-7245

859-885-7804

www.rjcorman.com

816-241-4888

816-241-3710

bboehm@cte-equipment.com

610-828-6200

610-828-2260

pbarents@danella.com

412-928-3506

412-928-3512

glippard@lbfosterco.com

--

katherine.arbic@gagebilt.com

816-233-9002

816-233-7757

tfrancis@hrsi.com

800-274-7245

Custom Truck & Equipment Danella Rental Systems, Inc. L.B. Foster Co. Gage Bilt

586-226-1500

Herzog Railroad Services, Inc. HiRAILCorporation Holland Co.

36

319-455-2914

info@hirail.com

708-672-2300 ext. 382

708-672-0119

gpodgorski@hollandco.com

866-245-3745

800-309-3299

info@trak-star.com

Neel Company, The

703-913-7858

703-913-7859

btemple@neelco.com

414-766-2180

NRC

604-946-7272

414-766-2379 888-692-1150

202-715-2920

Oldcastle Precast

PortaCo, Inc.

Progress Rail Services Corp.

Racine Railroad Products

Cover 4

218-236-0223

218-233-5281

info@portaco.com

24

256-593-1249

866-724-5238

217-522-6588

402-346-4300

402-346-1783

866-905-7245

952-469-1926

Willamette Valley Company

973-763-2585

203-791-4507

info@progressrail.com

262-637-9069

630-355-7173

voestalpine Nortrak Inc.

12

V&H Inc., Trucks

27

jim.baker@oldcastle.com

866-472-4510

Sperry Rail Service

6

cerhart@narailproducts.com

Rail Construction Equipment Co. RailWorks Corp.

23 7

info@nordco.com

Cover 2

303-794-4297

973-763-4320

Rails Co Railway Educational Bureau, The

25

888-965-3227

262-637-9681

RAILCET

202-318-0867 info@nrcma.org

800-476-8769

31 4

26

Nordco Inc.

30

34

Hougen Manufacturing, Inc.

North American Rail Products Inc.

21

11

custserv@racinerailroad.com

5

grif1020@yahoo.com

29

rails@railsco.com

9

dennishanke@rcequip.com

10

bbrundige@sb-reb.com

--

43, 44

jrhansen@railworks.com

8

robert.dimatteo@sperryrail.com

32

715-486-8800

714-387-0657

a.thoreson@vhtruck.com

9

307-778-8700

307-778-8777

gord.weatherly@voestalpine.com

17

03alishab@wilvaco.com

2

541-484-9621

541-284-2096

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

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

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

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AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada -足AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com Australia, Austria, China, Germany, Hong Kong, India, Korea, Netherlands, New Zealand, Russia, South Africa, Spain, Worldwide Recruitment Steven Barnes Suite K5 &K6 The Priory +44-1444-416375 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom sb@railjournal.co.uk

Africa, Britain, Belgium, France, Far East, Germany, Portugal, Switzerland, Middle East, South America, Rail Tenders Louise Cooper 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 & Italian-speaking Switzerland Eastern Europe, Baltic States, Scandanavia Julie Richardson Suite K5 &K6 The Priory +44-1444-416368 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom jr@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 Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amskatsu@dream.com Classified, Professional & Employment Jeanine Acquart (212) 620-7211 55 Broad St., 26th Fl. Fax: (212) 633-1325 New York, NY 10014 jacquart@sbpub.com

Railway Track & Structures

December 2014 45

Professional Directory

NEW & USED EQUIPMENT

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

#9 115RE & 136RE AREMA Turnouts available for immediate delivery.

2 Santa Fe Drive – Denver Colorado 80223 – 720-355-0664 www.Specialtrackwork.com

Some things never change.

Quality, Service, and Dependability. Since 1910.

Rotary Dump

Grapple Truck

Hirail Crew Cab

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

Products and services

REESE WHAT CAN WE DO FOR YOU?

Hirail Service/Maintainers Truck

Custom Build New or Used Chassies.

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

RAILROAD SERVICES

Est. 1910

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

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

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

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

2013 NRC SAFETY AWARD GOLD MEDAL WINNER 42 Railway Track & Structures

December 2014

www.rtands.com

NEW & USED EQUIPMENT

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line, 900 Tampers w/Jacks TIE INSERTERS/EXTRACTORS Nordco TRIPPs TR-10s & TKOs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KTC-1200 Tie Cranes KKA-1000 Kribber/Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360 Hi-Rail Excavators w/Cold Air Blowers & Brush Cutters Badger 30 Ton Cranes w/Hi-Rails Rail Heaters - Single Sided, Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters CAT 320B Excavator on Hytracker Platform w/Gondola Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (Magnet, Rail Racks & Wireless Remote Optional) 25-ton Hudson Ballast Cars, 25-ton Rail and OTM Carts 5-ton Tie Carts & Hytracker Gondolas

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

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

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

and many more truck configurations...

Track Maintenance Trucks

877-888-9370

ASPENEQUIPMENT.COM/RAIL www.rtands.com

Railway Track & Structures RT&S2013revAd.indd 1

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NEW & USED EQUIPMENT PARTS • SALES • SERVICE

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

Call Rob Wiskerchen at 715-897-2619.

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

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

Mountain States Contracting is taking applications for a Roadmaster. This is not a Shortline position, trains are dispatched and operated by a Class 1 carrier. Position involves: • daily inspection • safety compliance • maintenance, planning, performance and coordination with tie and rail gangs • grinding program • annual ultrasonic and geometry testing.

Track is all Class 4, CWR, in the Southwestern United States. Salary B.O.E. Please send resume to resumes@mscrr.com or fill out an application at www.mscrr.com.

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

ALL MAJOR CREDIT CARDS ACCEPTED

Wayne Daye

44 Railway Track & Structures

December 2014

www.rtands.com