RT&S February 2015

February 2015 | www.rtands.com

RAILWAY TRACK AND STRUCTURES

Where will

2015 capex

take the industry?

PLUS Friction Management Ditching and Drainage and also AREMA News p.33

Contents February 2015

4

Features

14

Industry Today 4 Supplier News 8 People

Mud spots, be gone!

Ever-evolving equipment and enhanced maintenance practices are working to improve ditching and drainage.

Columns

28

SKF/Lincoln

CSX

News

RAILWAY TRACK AND STRUCTURES

22

Follow the money Read “what and where” North American Class 1s plan to spend $20 billion in capex this year.

28

Controlling friction Friction management providers are keeping an eye on total cost of ownership without loosing any efficiencies gained.

22 Departments 10 TTCI R&D 33 Arema News 39 Calendar 40 Products 41 Advertisers Index

Find out how much the large roads plan to spend this year and on what. Story on page 22.

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On Track Oracles, soothsayers and meteorologists

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41 Sales Representatives 42 Classified Advertising 43 Professional Directory

NRC Chairman’s Column What a conference Georgetown Rail Equipment

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Railway Track & Structures

February 2015 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 111, No. 2 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

RT&S Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St 26th Fl., New York, N.Y. 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00.

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All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@halldata.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1172, Skokie, IL 60076-8172. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1172, Skokie, IL 60076-8172.

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Oracles, soothsayers and meteorologists

I

n warmer months, I often see daring window washers dangling from Chicago high-rises, supported by nothing but a rope and pulley system, what looks like a two-inch-by-twoinch piece of wood and what I can only hope to be very robust fall protection. Without fail, the first thought that enters my mind is that there isn’t enough money in the world that would make me want that job.

I was surprised to have similar feelings toward New York area meteorologists who whipped that section of the country into full on freak out mode with prognostications of Winter Storm Juno’s potentially historic snowfall mixed with strong winds that then executed itself, well, like a snow storm...in January... in the northeast (my apologies eastern Long Island and Massachusetts, I know you actually did get feet of snow).

According to forecasters, they didn’t know until the eleventh hour that the storm would be more manageable.

However, by the time they knew, offices, transit and cities, specifically New York, had all hung up “closed for business” signs for Tuesday, January 27.

And, then the finger pointing began. Mayors, governors and transit agencies were labeled over reactors.

New York City Mayor Bill de Balsio said the decisions made for the city was a “no brainer” because it involved keeping people safe.

I could not agree more. Safety is non negotiable. But one New Jersey commuter put an interesting spin on the situation telling a local news report he did not fault the area transit with shutting down for safety reasons, but was not happy with the response time to get things up and running once the transit agency realized the storm would have less of an impact.

The prediction business is rough.

Far wiser people than I have developed models and algorithms to increase the probability that the “right” conclusion can be assembled from a series of data, but we still don’t know, until we do.

Another example is oil prices. On January 28, 2014, crude was about $97 a barrel and expected to stay there.

Exactly one year later, crude was at approximately $44 a barrel. In October, the Wall Street Journal said the lack of foresight regarding crude prices along with having to issue price revisions had become an embarrassment to banks.

Here’s a storm few predicted and who knows how long it could last, but, given the boom in traffic from the crude sector and the investment that was required of the railroads to bolster new traffic channels, I would expect to see a pull back of capital investments along those corridors.

Based on the information gathered for our annual feature on capital expenditures, which starts on page 22, I see no such thing.

Railroads are masters of the long game. When traffic dipped a few years ago, they ramped up spending to take advantage of work windows; I suspect a similar strategy is at play here. In 2013, the Class 1 railroads spent $14 billion on capital expenditures. Just two years later, that number has increased by 42 percent to $20 billion.

Look no further than BNSF, which plans a $6-billion mega capital expenditure program in 2015, a quarter of it, $1.5 billion, will be spent in the North Region, which includes Minnesota, Montana, North Dakota, Oregon, South Dakota, Washington, Wisconsin and Illinois (because Chicago serves as a terminus along the northern route).

Railroads are always cautious with their money, they earned every dime, but they also realize the larger picture of what their networks need to be.

When this storm passes, no one will be able to accuse North American railroads of having a slow reaction time.

Mischa Wanek-Libman, Editor

Railway Track & Structures

February 2015 3

INDUSTRY TODAY Supplier News

L.B. Foster Company acquired TEW Engineering Ltd., a U.K.based engineering group that designs, manufactures and supports applications for rail markets and other industries.

New York City Transit awarded Hill International a five-year indefinite-quantity contract worth an estimated $55.8-million for construction management and inspection services for NYCT’s Superstorm Sandy recovery efforts and other miscellaneous construction projects; the company was also awarded a contract from Sound Transit to provide design-build project management services in

Construction was completed on a new passing siding and bridge on the North Carolina Railroad Company (NCRR) corridor near the Lenoir-Wayne County line.

The railroad said the improvements will increase rail capacity and improve safety on the eastern portion of the rail corridor that serves the Port of Morehead City, three military installations, as well as businesses and industries that use rail for shipping their products.

More than 3.5 million tons of freight and military equipment were moved on the NCRR corridor in the project area last year.

NCRR invested nearly $3.5million in the project. Norfolk Southern contributed approximately $150,000 and will provide ongoing track maintenance as operator of the NCRR line.

The two-mile long siding is the first lengthy passing track to be built along the 114mile stretch of rail corridor between Selma and Morehead City. NCRR noted that these sidings increase efficiency on single-track lines by adding capacity and support economic development along the corridor.

“The completion of this project will improve the efficiency of freight rail movement and expand the railroad’s capacity in eastern North Carolina,” said Scott Saylor, president of NCRR. “Our mission is to enable freight to grow business and invest in North Carolina and this project is a reflection of that commitment.”

CHSRA holds official ground breaking ceremony for HSR project The California High-Speed Rail Authority joined hundreds of supporters and government, student, community, transportation, business and labor leaders in early January to break ground on its highspeed rail system.

“What is important is the connection that we are rooted in our forebears and we are committed and linked to our descendants,” said California Gov. Edmund G. Brown Jr. at a ceremony held at the site of the future high-speed rail station in downtown Fresno. “And the high-speed rail links us from the past to the future, from the south to Fresno and north; this is truly a California project bringing us together today.”

“We now enter a period of sustained construction on the nation’s first high-speed rail system—for the next five years in the Central Valley and for a decade

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February 2015

after that across California,” said High-Speed Rail Authority Board of Directors Chairman Dan Richard.

“This is an investment that will forever improve the way Californians commute, travel and live. And today is also a celebration of the renewed spirit that built California.”

The first construction contract is for a 29-mile stretch of the line between Avenue 17 in Madera County to East American Avenue in Fresno County. It includes 12 grade separations, two viaducts, one tunnel and a major river crossing over the San Joaquin River.

By 2029, the plan is to have the system run from San Francisco to the Los Angeles basin in under three hours at speeds capable of more than 200 miles per hour. The system will eventually extend to Sacramento and San Diego, totaling 800 miles with up to 24 stations.

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Ward Sutton

Alpha Products, Inc., completed its sale to a new ownership group led by John Marks of LEJAK & Associates.

NCRR builds bridge and passing siding near Lenoir-Wayne County line

Sound Transit receives $1.33 billion TIFIA loan for East Link Light Rail Extension Project Sound Transit was approved for a the $4-billion East Link Project. Con- of 2023. The new line is expected to $1.33-billion federal loan for con- struction is expected to begin later in serve approximately 50,000 daily ridstruction of the East Link Light Rail 2015, with a targeted opening date ers by 2030.

Extension Project. The Transportation Infrastructure Finance and Innovation Act (TIFIA) loan will expand the popular Link system serving the Puget Sound region and help Sound Transit implement a voter-approved regional capital improvement plan.

This is the largest single TIFIA loan to a transit agency in the country, the second largest TIFIA loan overall and at the lowest rate - 2.38 percent - in the 25-year history of the program.

“The East Link Project will give the people in Seattle area better access to jobs, education and other opportunities,” said U.S. Transportation Secretary Anthony Foxx. “This project will have a significant impact on the entire region and expand a world class transit system.”

The 14.5-mile light-rail extension, one element of a 50-mile system, will connect some of the region’s most populated and fastest-growing areas to Sound Transit’s existing rail system at the International District/Chinatown Station, which runs from downtown Seattle to SeaTac Airport. According to Sound Transit, extending light rail in this corridor is expected to create 40,000 jobs in construction and future economic development, as well as increase access to growing software and biotech industries in the greater metropolitan area.

“This project demonstrates the great things that can happen when federal, state and local partners work together to make critical transportation infrastructure investments,” said Sylvia Garcia, Department of Transportation chief financial officer and assistant secretary for budget and programs.

In addition to the $1.33 billion TIFIA loan, USDOT is contributing $74.7 million in Federal Transit Administration funds and $14 million in Transportation Investment Generating Economic Recovery funds toward www.rtands.com

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INDUSTRY TODAY ACE Construction Authority completes grade separation project

Supplier News connection with the E360 Segment of the East Link Light Rail project.

IntegriCo Composites is now producing plastic crossties for five Class 1 railroads in North America and is opening a new facility mid-2015 that will quintuple capacity.

Koppers Inc. acquired the creosote distribution business of KMG Chemicals, Inc., the company has reached an agreement to sell its U.S. utility pole business to Cox Industries, Inc. All Aboard Florida selected Moss & Associates as the general contractor for the Fort Lauderdale and West Palm Beach stations.

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The Alameda Corridor-East (ACE) Construction Authority celebrated the completion of a major grade separation project in El Monte, Calif., on January 23.

The project called for a four-lane roadway underpass and two-track freight railroad bridge to be built. ACE officials said in order to construct the Baldwin Avenue grade separation project, workers used one million pounds of reinforcing steel, poured 12,000 cubic yards of concrete and excavated 93,000 cubic yards of dirt, enough to fill 11,600 dump trucks. The $76.7-million project was funded in partnership by federal and state agencies, Los Angeles County Metropolitan Transportation Authority (LACMTA) and Union Pacific.

“We appreciate the patience and support of the community as the Baldwin Avenue project was under construction,” said El Monte Councilwoman Norma Macias, chair of the ACE Construction Authority Board of Directors. “This project will eliminate crossing collisions and train horn noise and reduce

February 2015

vehicle congestion, queuing and emissions.”

Located on the transcontinental ACE Trade Corridor, the highway-rail grade separation is used daily by 18 freight trains, projected to increase to 40 trains by 2025 and to 59 trains if the route is double-tracked by the railroad. The underpass will accommodate 28,000 vehicles a day when it opens in February. The Federal Railroad Administration has logged two train-vehicle collisions at the crossing during the past 10 years.

“Goods movement is crucial to our regional economy and projects like the Baldwin Avenue grade separation increase reliability and safety for freight trains and road users alike,” Los Angeles Mayor and LACMTA Board Chair Eric Garcetti said in a statement.

Construction on the project began in May 2013 and it is one of many grade separations and other crossings enhancements ACE Construction Authority is tasked with in order to improve safety and enhance mobility within the San Gabriel Valley along the ACE Trade Corridor.

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INDUSTRY TODAY CFE takes on track project to improve freight congestion The Chicago, Ft. Wayne & Eastern Railroad (CFE) is planning a track improvement project enabling 40-mph train speeds across the entire 315-mile rail line from Tolleston, Ind., to Crestline, Ohio.

Work includes leveling and aligning nearly 50 track miles, replacing segments of rail and installing more than 10,000 new crossties. The project will help alleviate rail freight congestion in the metro-Chicago area by creating an alternate route for trains going to and from the Chicago rail gateway and is expected to be completed this month.

CFE anticipates up to six additional eastbound freight trains per day over its line upon completion of the project. The additional trains, expected to carry energy products such as crude oil, bulk commodities such as grain and other general merchandise, will be operated by Norfolk Southern, which has rights to operate over the CFE and dispatches all trains on the line.

“Motorists and pedestrians should

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take note that trains will be running more frequently and also at higher speeds on certain segments that were not 40 mph before,” said Chuck McBride, CFE president. “Always obey signs and warning devices at railroad crossings and cross only at designated crossings.”

There are more than 400 public and private railroad crossings on the CFE, 213 of which already had 40-mph train speeds.

The 221 crossings now being increased to 40-mph train speeds are in Allen County in Indiana and in Crawford, Wyandot, Hardin, Allen and Van Wert counties in Ohio.

“This private-sector investment enhances an important piece of transportation infrastructure in Indiana and Ohio,” McBride said. “By increasing the railroad’s capacity to transport freight, the improvement project benefits existing customers and also makes the CFE corridor more attractive for potential new customers and economic development opportunities along the line.”

Supplier News As part of the Utah Transit Authority’s Salt Lake City TRAX Station Tactile Tile Replacements and TRAX Grade Crossing Replacements light-rail project, Oldcastle Precast’s Ogden, Utah, facility was contracted to supply 2,400 track feet of their StarTrack Grade Crossing modules.

In Ontario, Canada, the Region of Waterloo voted to exercise a three-year option to extend its existing light-rail transit contract with Parsons Brinckerhoff and WSP.

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INDUSTRY TODAY Three rail issues on NTSB “Most Wanted” list The National Transportation Safety Board (NTSB) released its 2015 list of “most wanted” safety improvements in mid January. The list included four new issues and three issues related to the rail industry.

Improved rail tank car safety was added to the 2015 list because NTSB said, with more crude oil and ethanol being moved by rail, making sure it moves as safely as possible is more important than ever.

NTSB said, “DOT-111 tank cars are the most common rail tank car in use. The NTSB has identified a number of vulnerabilities in DOT-111 tank car design with respect to tank heads, shells and fittings. These vulnerabilities create the risk that, in an accident, hazardous materials could be released and, in the case of flammable liquids such as crude oil and ethanol, could ignite and cause catastrophic damage.”

Implementation of positive train control (PTC) remained on the 2015 list. The federal mandate requiring the technology’s implementation has a deadline of Dec. 31, 2015.

NTSB also included making mass transit safer on its list.

NTSB said, “Big metropolitan areas like Seattle, Washington, D.C. and New York City are especially dependent on mass transit. And mass transit accidents, especially those occurring on rails and subways, often have catastrophic consequences.”

PEOPLE Auto Truck Group named Jeff Mowe director of railroad sales.

BNSF named Chris Howell director of tribal relations.

Canadian Pacific appointed Timothy Marsh to senior vice-president sales and marketing.

U.S. Department of Transportation Chief of Staff Sarah Feinberg will serve as acting administrator of the Federal Railroad Administration succeeding Joseph Szabo who was appointed and confirmed as the agency’s twelfth Administrator in 2009; Szabo stepped down as the agency’s head January 9.

Fort Worth Transportation Authority appointed Bob Baulsir to vice president of TEX Rail and Procurement.

L o s A ng e l e s C o u nt y M e tro p o l i tan Transportation Authority Chief Executive Officer Art Leahy plans to retire on April 5, 2015, when his contract expires.

Donald Seale, executive vice president and chief marketing officer of Norfolk Southern Corp., plans to retire, effective March 1, 2015.

Northeast Maglev appointed Nazih Haddad to executive vice president.

Karen Hedlund, former deputy administrator of the Federal Railroad Administration, has been named director of public-private partnerships in the strategic consulting group of Parsons Brinckerhoff.

R&R Contracting hired Rod Swift as a senior partner at the company.

T rans po rtat i o n an d Infrastr u ct u r e Committee named U.S. Rep. John Duncan (R-TN) full committee vice chairman and U.S. Rep. Jeff Denham (R-CA) chairman of Subcommittee on Railroads, Pipelines and Hazardous Materials.

W ash i ngt o n M e tr o p o l i tan A r e a Transportation Authority appointed Jack Requa to interim general manager and chief executive officer; Richard Sarles, who previously held the position has retired.

Obituary Edwin de Steiguer Snead, the founder and chairman emeritus of Georgetown Rail Equipment Company, passed away January 22, 2015, in Georgetown, Texas, at the age of 85.

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NRC CHAIRMAN’S COLUMN

What a conference

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

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We began our activities for 2015 by holding our annual NRC Conference at the Diplomat Resort in Hollywood, Fla. Attendees enjoyed the program agenda that included detailed capital spending programs for the major railroads and transit agencies, along with an update on industry trends related to energy transportation. The membership enjoyed listening to rail industry leaders talk about their respective company’s plans for the coming year, not to mention the golf, fishing and great weather. The resort was fabulous and everyone I’ve talked with about the conference said they had a great experience.

I’m starting to think that more and more people are attending our annual conference to not only market their company’s brand and spend some quality time with friends and colleagues in the rail industry, but also to get away from the colder weather that most of us normally deal with in early January. The variance in temperatures between the conference location and many places within the country in early January exceeded 100 degrees. I’m very happy to report that this year’s conference was the eleventh consecutive year with record attendance, a positive sign of growth for the NRC and our industry as a whole. Thank you to all that attended, your support is very important to our association’s continued success.

Speakers at this year’s general session included Kevin Hicks, general director of design and David Connell, vice president of engineering with the Union Pacific, Steve Anderson, vice president of engineering with BNSF, Tod Echler, assistant vice president engineering with CSX, Jim McLeod, chief engineer of design, track, bridges and structures with Canadian National, Justin Meyer, general manager of capital planning with Canadian Pacific, Randy Bowman, engineer of track and materials with Norfolf Southern, Kristine Storm, assistant vice president of procurement with Genesee and Wyoming, Ron Close, senior vice president supply chain with Watco Transportation Services, Ken Koff, chief engineer with OmniTrax, Bruce Marcheschi, chief engineer with Chicago Metra, Bob Bergen, executive vice president with New York Metropolitan Transportation Authority, Erik Stoothoff, chief engineer with Massachusetts Bay Transportation Authority, Albert Hernandez, assistant director engineering of planning and development with Miami Dade Transit, Fran Chinnici, chief engineer with Florida East Coast Railway and Eugene Skoropowski, senior vice president of passenger rail development with All Aboard Florida.

Tony Hatch, independent Wall Street analyst

and president of ABH Consulting, gave a presentation on returns, capital and capacity in an era of changing energy transport. The NRC greatly appreciates the attendance and support of these leaders within our industry that brought a wealth of first-hand information to the conference for everyone to hear. This is the reason most folks attend our conference and no one left uninformed — thank you, speakers.

This year’s event was strongly supported by more than 70 NRC member companies that sponsored various portions of the conference program, a big thank to all that participated. I would also like to thank Chuck Baker, president of the NRC, Matt Ginsberg, vice president of regulatory and legislative affairs, Ashley Bosch, vice president of grassroots advocacy and events, Alice Post, director of operations, along with their staff at the registration desk and behind the scenes; all these folks work extremely hard to pull off such a great event for our membership, thank you.

A portion of the conference was also dedicated to the NRC Safety Committee’s preview of the two latest safety training videos, #17 and #18, of the ongoing series offered free of charge to our membership. These two new videos are based on replacing grade crossings, the preparation and the execution of the actual work. All 18 of these videos have become a very useful tool for all of our member companies to use in providing updated and current safe practices to follow when performing trackwork or working near an active railroad. John Zuspan of Track Guy Consultants volunteered and took the lead to produce the first of these videos nine years ago and has continued in the role as the lead producer through all 18 to date. John was supported during this presentation by Christian Jostlein, safety director with the Holland Company and the NRC Safety Committee Chairman and Stanley Beaver, safety director with Balfour Beatty Rail – thank you guys. Our membership’s employees are better trained due to these videos.

Finally, please save these two dates in 2015: - The NRC Rail Construction and Maintenance Equipment Auction on Friday, April 17, at Blackmon Auctions in Little Rock, Ark. - Railroad Day on Capitol Hill will take place on June 4, in Washington, D.C. For fur ther infor mation on all NRC planned events, please visit www.nrcma.org.

Have a safe day.

by Bill Dorris, NRC Chairman Railway Track & Structures

February 2015 9

TTCI R&D In-track measurement of ballasttie interface pressures under heavy-axle-loads TTCI studies fine-scale pressure measurement system with matrix-based tactile surface sensors.

T

he ballast-tie interface is an important area of the conventional railroad track structure. Contributing to functions of the tie and ballast, the interface serves the purpose of distributing pressure through the ballast layer, allowing for adjustment of track geometry (tamping/surfacing) and providing vertical, lateral and longitudinal track stability.

The ballast-tie contact surface is typically approximated as two-thirds the tie footprint (the outer third on each end of the tie). In North American practice, a uniform and average pressure distribution is assumed over this contact Figure 1a, top and Figure 1b: Installation of the MBTSS below a test tie.

by Mike McHenry, senior engineer and Michael Brown, principal investigator, TTCI surface.1 In reality, however, ballasttie pressures vary continuously along the length of the tie.2 The variability of pressure along the length of the tie has a significant impact on the design tie bending strength that is required.

Concrete tie center cracking is one possible failure when loading conditions exceed the tie’s design capacity. More specifically, the ballast-tie interface is characterized by high pressures caused by the individual angular ballast particles supporting the tie. Low contact area and the resulting high pressures on the ballast particles and tie may contribute to ballast particle breakage, tie surface degradation, ballast degradation and track settlement.

Transportation Technology Center, Inc., is studying the use of a fine-scale pressure measurement system to better understand the forces at the ballasttie interface and their variability under load. Matrix-based tactile surface sensors (MBTSS) were deployed in-track at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo., for this testing. This work is being funded by the Association of American Railroads under the Strategic Research Initiatives Program.

The MBTSS System The thin-film pressure sensor used consists of a grid of sensing elements (pressure pixels) that measure the force applied over the element’s area (Figure 1). The sensors used for this 10 Railway Track & Structures

February 2015

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TTCI R&D study have a resolution of 20.7 sensing elements per square inch, allowing the force due to individual ballast particles to be observed. The sensor’s active area measures 9.67 inches square.4 Being a nonuniform, rough-contact surf ace, the ballast-tie interf ace application of MBTSS requires careful attention to the protection of the thin sensor component.

During preliminary testing, rubber was determined to be an effective protection material for the upper and lower portion of the pressure sensor.

Shore durometer 60A rubber was used (3/16-inch thickness on the ballast side of the sensor and 1/16-inch on the tie side). This rubber protection has the effect of distributing the discrete loads across a slightly larger contact area.

Test setup In-track testing was conducted at FAST, Section 33, in June 2013. Section 33 is tangent track with conventional monoblock concrete ties (with a footprint 102 inches long by 10.5 inches wide) spaced at 24 inches on center. Five three-tie test zones were established (15 total test ties). To simulate the effect of various ballast gradations at the ballasttie interface; different ballast materials were installed beneath each zone’s three ties. Five gradations representing a wide range of contact surfaces (sand degraded ballast, pea gravel, heavily degraded ballast, moderately degraded ballast and new ballast) were used. Prior to testing, the ballast was excavated down two to three inches below the ties and the existing ballast replaced with the test gradations. Ballast was then added to the cribs. The installation of the ballast material only disturbed the reaction surface. About one million gross tons (mgt) of traffic reseated the new contact surfaces before testing.

To install the MBTSS system, the crib ballast was excavated down to the bottom of the ties, the rail fasteners removed from adjacent ties, the test tie raised slightly, then the pressure sensors and rubber protection sheets were slid beneath the tie.

The tie was then lowered onto the sensors and fasteners reinstalled on adjacent ties. Seven sensors were installed adjacent to each other starting at the south end of the tie, while the eighth sensor was placed directly under the north rail. www.rtands.com

Figure 2: Example of pressure distribution along the footprint of the tie for three variations of ballast.

Table 1: Average contact area (as a percentage of sensor area) for each ballast zone under each axle load.

The train used to apply loading was made up of one six-axle locomotive (71,825-lb.-axle-load), a four-axle empty hopper car (16,668-lb.-axle load) and a four-axle loaded hopper car (79,425-lb.-axle load).

Each test was one train pass over each test tie. At least two tests were run over each tie, one pass in each direction.

The train speed varied between five and 10 mph. The limited train speed reduced the effect of any dynamic forces.

Results The MBTSS system can distinguish fine-scale var iations in pressure distribution for the range of ballast gradations tested. New ballast exhibited sharp pressure peaks and low contact area. Degraded ballast distributions had higher contact areas and slightly lower pressure peaks. Sand distributions were relatively uniform and lacked any significant peaks of pressure.

Figure 2 shows an example of pressure distribution along the length of a tie for three of these surfaces. Results show that the contact area at the ballast-tie interface is significantly impacted by the gradation of the ballast beneath the tie.

The MBTSS system was calibrated by assuming the magnitude of the load acting through the sensor system. As presented in the AREMA Manual for Railway Engineering (2012) for concrete tie track with 24-inch spacing, 50 percent of the applied axle load was assumed to act through each test tie.1 The contact area, average pressure and peak pressure were analyzed for each sensor at its respective location along the length of the tie under a given axle load.

As a general trend, contact area increased under increasing applied load, a trend observed in previous laboratory testing. 3 Contact areas varied along the length of the tie, as well. Table 1 shows the average contact area (as a percentage of the sensor area) for each zone of ballast gradations. The particle size corresponding with 30-percent passing (D30) is shown for each granular material.

Figure 3 shows the measured average pressure distribution along the length of Tie 3 in the moderately

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TTCI R&D Figure 3a, left and Figure 3b, opposite page: Average pressure distribution under (a) Tie 3 (moderately degraded ballast surface) and (b) Tie 39 (new ballast surface) for three different axle loads.

the rail for Tie 39 correspond with the areas tamped during conventional maintenance procedures. Sixty percent of the ties tested showed increased pressure adjacent to the rail and not directly beneath it, indicating that this type of distribution may be more common than previously thought.

Conclusions and future work degraded (existing) ballast zone and Tie 39 in the new ballast zone. The distribution recommended by AREMA1 (assuming the outer thirds of the tie are in bearing) is shown for the heavy car load for comparison.

For Tie 3, the highest pressure occurred beneath the rail.

Tie 39, however, shows a distinct decrease in pressure directly beneath the rail. The higher areas of pressure adjacent to

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The use of MBTSS to characterize the actual ballast-tie pressure distribution in-track provides further understanding of the load environment of the tie and ballast. Distributions observed through this testing are significantly different from those recommended by AREMA for tie structural design.

For this reason, continued research in this area will have a benefit in better designing ties for actual in-track loading

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TTCI R&D environments. The ballast-tie load environment also has implications in ballast degradation, under-tie pad design and overall track bed support conditions.

Future work will seek to analyze the peak pressures from in-track testing on the various ballast gradations, as well as the effects of various tie materials on the ballast-tie pressure distribution. Peak pressure is an important consideration as it is the worst-case loading applied to individual ballast particles.

Acknowledgements The authors would like to thank Dr. Jerry Rose and Dr. Reg Souleyrette of the University of Kentucky for their support and guidance of this research.

References 1. American Railway Engineering and Maintenance-of-Way Association (AREMA). 2014. Manual for Railway Engineering.

Chapter 30 – Ties.

2. Talbot, A.N. 1919. Stresses in Railroad Track. The Second Progress Report of the ASCE-AREA Special Committee on Stresses in Railroad Track, reprinted, 1980. Published by the American Railway Engineering Association (AREA).

3. McHenry, M., Brown, M., and Roybal, S. 2014. “Laboratory Measurement of Ballast-Tie Interface Pressures Using Matrix

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Based Tactile Surface Sensors. Technology Digest TD-14-006, Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

4. Tekscan, Inc. 2013. “Sensor Model/Map: 5250. Sensor Specifications.” <http://www.tekscan.com/5250-pressure-sensor> (Dec. 1, 2013).

Railway Track & Structures

February 2015 13

The BTE 450 with BTE tamper working to keep muddy water at bay.

MANAGING

by Jennifer Nunez, assistant editor

drainage in 2015

Suppliers continue to amp-up machines to combat drainage issues along the railroad.

C

reating and maintaining a firm foundation for tracks, rails and other components of the railroad is an important task. Water seepage and flooding can cause major damage and major headaches. Suppliers say they are ahead of the game in 2015 by offering railroads the most technologically-advanced products.

Advanced Drainage

“Traditionally, materials, such as reinforced concrete pipe (RCP) and corrugated steel pipe (CSP) have been used for railroad construction,” said Shawn Coombs, national railroad market manager at Advanced Drainage Systems, Inc. (ADS) “However, the specification and use of thermoplastic pipe is growing rapidly in the railroad construction sector. Thermoplastic pipe is being used for culverts, under drains and slip lining applications under track. In addition, thermoplastic pipe is also being used for storm drainage and detention applications at rail stations, yards, ports, sidings, intermodals and multimodal facilities. The reason for the growth and acceptance of thermoplastic pipe is simple. Through rigorous testing, it has been proven to meet the challenging 14 Railway Track & Structures

February 2015

structural and durability requirements demanded by the railroad industry to deliver long-term performance.”

Coombs says there are two primary challenges related to thermoplastic pipe and the railroad industry. First, people are unaware of the applicability in the industry and second, training.

ADS is actively working to educate owners, engineers and contractors about the merits of this type of pipe. Due to the recent growth in construction spending by the railroad industry, he says many railroad projects are being awarded to general contractors that do not have extensive experience with railroad construction.

“Cooper E-80 live loads found under heavy freight railroad tracks are much higher than the typical HS-25 live loads found under highways,” explained Coombs. “As such, some general contractors that typically construct roadway projects do not understand the need for more robust and stringent construction practices to assure the long-term performance of rail installations. We are working to educate the industry about proper installation techniques and best practices to assure long-term pipe performance.”

ADS is currently working with CSX, Amtrak, Norfolk www.rtands.com

Southern, Denver Regional Transportation District, Canadian Pacific, Canadian National, BNSF and many of the North American local and regional transit authorities.

“Although fairly new to the railroad industry, thermoplastic pipes have been successfully used for more than 45 years in the United States for highway infrastructure, residential, commercial, agriculture and mining applications with excellent success,” he stated.

As a result of testing under track at Transportation Technology Center, Inc., under its Facility for Accelerated Service Testing in Pueblo Colo., Corrugated High Density Polyethylene pipe was added to the AREMA Manual for Railway Engineering as an approved material for gravity flow storm drainage applications in April 2012. In addition, Corrugated Polypropylene pipe was added to the manual in 2013 as an approved material for slip line applications. Thermoplastic pipe is designed in accordance with the structural design methods outlined in the AASHTO LRFD Bridge Design Specifications.

BTE

Ballast Tools Equipment (BTE) designs and builds equipment for railroad track maintenance and construction. To tackle drainage issues, BTE offers a machine it says solves the issues of access, short work windows and production requirements.

“Undercutting mud spots is crucial for improving track drainage, but difficult because of the wide variety of conditions and limited track access and time,” said Ballast Tools Equipment President Ned Williams. “That variety makes spot maintenance especially challenging and is part of the reason why BTE built its specialized 450-Backhoe with an undercutter.”

BTE engineers modified this machine with special hydraulics for more power, added retractable hi-rail wheels and designed a number of integrated, specialized rail-specific attachments, including a nine-foot undercutter, tamper, tie head and other optional attachments.

“This machine brings a compact, customizable solution to common drainage problems,” Williams stated.

He says the BTE-450 has been used to resolve many complicated drainage issues.

For instance, in the Rocky Mountains, a Class 1 railroad needed to clear mud spots in a remote section of track. Because of the terrain, hi-rail was the only way to access the location.

Once there, the equipment had little room to work: the problem spot was between a drop-off to a lake and another live track. A BTE-450 Backhoe Undercutter hi-railed in and worked on-track to accommodate the constrained space and short work window.

“It undercut the track, dumped the clean ballast and tamped it into place, providing an all-in-one solution and improving a difficult drainage area, removing slow orders,” Williams noted.

In the hills of western Pennsylvania, where a critical stretch of a high traffic, heavy-haul line had multiple spots in need of maintenance. Williams said using hi-rail alone would have meant disrupting rail traffic as the machine would have had to travel up to 15 miles.

“To get to the drainage areas for repair, the BTE-450 Backhoe used a combination of hi-rail and road travel, gaining quick access to the problem track areas,” he said. “Undercutter, cribbing bucket, tamper and tie head attachments were all used, with all the work being done by a single machine.”

Both cases differed in terms of terrain, access points and www.rtands.com

amount of space in which to do the work. The key similarity, he says, was the need for maintenance-of-way equipment that is compact and multi-functional, that mobilizes quickly and that can work within a limited time window.

“BTE met all these requirements with a machine designed to meet the quality and durability demands of all-day, everyday railroad use,” he explained.

Georgetown

“Much of Georgetown Rail Equipment Company’s (GREX) reputation and success can be traced to the company’s work in the ditch line,” said the company. “With the use of the SlotTrain and the Self Powered Slot (SPS), customers have been afforded versatile tools that can assist in a variety of applications. In particular, the SlotTrains and Self Powered Slots have been established as equipment uniquely suited for the applications of ditching and drainage control.”

GREX says that the greatest attribute of the SlotTrains is their ease of use and flexibility. Consists can be sized based on project needs and customers have the opportunity to equip the SlotTrain with additional excavators. Each unit has 550 tons of capacity, which allows the customer to haul off ditching spoils.

Every SPS is equipped with an assortment of excavator attachments all coupled to a rototilt on a zero turn excavator.

“Regardless of the job, the SPS likely has the tools needed to complete it,” the company noted. “Whether the job calls for delivery of rock, ditching or the haul off of spoils, the combination of sophisticated, purpose-built equipment and experienced operators make the SlotTrain and SPS the ideal solution for drainage maintenance.”

Herzog Railroad Services, Inc.

The Multi-Purpose Machine (M.P.M.) is just one of several pieces of maintenance-of-way equipment that Herzog Railroad Services, Inc. (HRSI), offers its customers. Key tasks include ditching, tie pick-up and distribution, snow removal and rail pick up, to name a few. The M.P.M. has the answer to many railroad maintenance needs, the company notes.

“Ditching is one task that we have grown very proficient at,” explained Tim Francis, vice president of marketing. “Not only can we move a substantial amount of dirt, but we can do it efficiently. Our operators are the best in the business. In optimal conditions, the cars can be loaded in +/-20 minutes and unloaded in +/- 10-15 minutes per car (79 cubic yards per car). The M.P.M.’s 27-foot reach from track center offers greater flexibility in the size and scope of the ditching jobs we are facilitating.”

Francis says the M.P.M. also solves the need to get in and out of the hole quickly, which is extremely beneficial to customers, given track and time is at a premium. The M.P.M is equipped with ditch lights, headlights and a bell and horn on both ends of the machine. This allows HRSI to move in either direction quickly and safely when traveling to and from work locations.

“Even when moving under restricted speed rules, we are very efficient, especially when dealing with what would be a long reverse moves over crossings,” he explained. “Our operator simply switches to the other end of the machine and instead of a long shove move counting down to every crossing, switch or other piece of equipment, our operator is on the head and the move, which is much safer and better controlled.”

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February 2015 15

ditching and drainage Loram

“Effective drainage of the track and its substructure is essential to maintaining a healthy track,” said John Simmons, marketing specialist at Loram Maintenance of Way, Inc. “As Dr. Ernest Selig says, ‘Drainage systems have two main functions. First, they are required to reduce the amount of water entering the track substructure and, second, they are required to remove water from the substructure’.”

Marc Hackett, Loram’s director of ballast and roadbed maintenance, stated, “We continue to perform the typical services with our Badger Ditchers, cleaning existing ditches, terracing dirt cuts, resloping ditches and cutting new ditches. We are also continuing to expand the use of our Railvacs in areas, such as culvert location and cleanout, tunnel cleaning, cleaning areas around switches in yards that have become blocked and are now collecting water and also working the ends of crossings to create areas for water to drain.”

The HP Shoulder Ballast Cleaners continue to play a large role in track bed

16 Railway Track & Structures

drainage by cleaning dirt, silt and fines from the ballast on the shoulders, Simmons notes.

“The scarifiers occasionally bust a blockage at the end of tie causing water to drain from the crib,” he said. “After removing and wasting the dirt, silt, fines and undersized ballast, the clean ballast is returned to the shoulder and regulated to profile.”

In areas with inadequate depth of ballast and flat topography, Loram is promoting the use of its Track Lifter to raise the track to provide the optimal grade separation between the bottom of tie and the track subgrade.

“With increasing rail traffic the ballast degradation process can lead to a fouled ballast condition much quicker,” explained Simmons. “Since it is highly desirable to prevent the degradation from reaching a fouled ballast condition, maintenance on a more frequent schedule is required. However, increased train traffic also means less time for track maintenance. Loram is constantly looking for

February 2015

ways to be more productive with the time available for track maintenance. Loram is investing in technology, equipment and services to get more work completed in less time.”

Loram has recently enhanced its machine automation system on its HP Shoulder Ballast Cleaners to increase productivity and improve consistency in quality of product. This automation allows the operator to spend more time on attaining a quality product and less time making manual adjustments as the changing conditions warrant. Another feature of the automation is a monitoring system to prevent conveyor belt overloads from occurring.

“Loram understands the effects inadequate drainage can have on a railroads bottom line,” Simmons noted. “Loram continues to discuss drainage issues, the negative effects they have on railroads profitability and are always striving to discover creative solutions to the ever-increasing dilemma of getting more maintenance work done in a shorter period of time.”

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ditching and drainage NMC Railway Systems

GREX’s Self Power Slot machine.

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February 2015

NMC Railway Systems says it has seen an increase in demand for the Grip n’ Ditch bucket that attaches to its hi-rail excavator (HRE). The bucket attachment has a 360-degree rotation with a clam style design and purpose-built gearbox drive system. It allows workers to ditch and grab large debris in order to stabilize the area for flood control and other large clean-up projects. The HRE has the ability to track on hi-rail to remote areas in order to handle a variety of ditching tasks, as well as other maintenance-of-way projects.

“The addition of the tilt function on the Grip n’ Ditch bucket - available on buckets larger than 54 inches - is something we’ve seen more customers benefit from in the field,” stated Mark Anderson, sales manager at NMC Railway Systems. “Featured exclusively on our hi-rail equipment line, the bucket includes a side tilt option up to 20 degrees, making it easy for the operator to clear steep grades while removing debris.”

Anderson says the company has seen continued demand for equipment that

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ditching and drainage has multiple functionality and the ability to reach remote track locations. To keep up with demand, the NMC Railway Systems team is looking at expanding the product line Cat® Excavators with hi-rail undercarriages. The design of these units is made for increased tool and attachment functionality in remote areas to increase the railroad’s productivity.

“We’ve also expanded our service capacities to keep railroad operations running smoothly,” explained Anderson.

“Our team is equipped to provide field service, custom fabrication of parts, on-site training and fluid analysis testing in order to support operations long after the purchase. We want to ensure we provide our customers not only exceptional products, but top-of-the-line support, as well.”

The Pacific Northwest has experienced an increase in ditching projects due to flooding and wet conditions in that area.

“Our hi-rail equipment line is able to reach remote areas of track lines, where clean-up is key, in order to maintain washout issues and keep drainage areas functioning properly,” he said.

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Herzog Railroad Services, Inc., offers its M.P.M for daunting drainage tasks.

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February 2015 19

ditching and drainage

Top, Advanced Drainange works on the Port Everglades Intermodal Project.

Loram’s Track Lifter raising track to promote proper drainage.

Plasser American

Improving drainage by regular ballast cleaning is one of the mainstays for low maintenance cost of tracks and turnouts and a long service life of the track material, says Plasser American Corp.

“Basically, the working principle of a ballast cleaning machine is always the same: The ballast material is excavated, the material is screened to separate ballast from spoil, the cleaned ballast is returned to the track and the spoil is taken away,” said the company. “However, there is a wide spectrum of operating conditions which influence the choice of the machine best suited for the job. This includes the size of the track network, working with long-term track possessions or short intervals between trains, cleaning plain track, cleaning turnouts and on-track cleaning or cleaning where the tracks or the turnouts have been removed.”

Plasser’s new machine, the URM 700, performs continuousaction, rail-mounted ballast bed cleaning on plain track, as well as continuous-action ballast bed cleaning in turnouts. The system also incorporates a screening car and material conveyor and hopper units.

“The core component of the URM 700 is its excavating unit in the form of a sword with a horizontally rotating excavating chain,” the company said. “The excavating width of the sword can be varied infinitely and without manual operation up to a 20 Railway Track & Structures

February 2015

width of 20 feet. There is no preparation work required to dig an entry hole for the guide bar.” It can be used on either side of the machine and is supported on the other end when slewed under the track. The excavating unit works without support only in short transition areas.

The excavating depth is variable and the formation slope can be adjusted. Special lifting clamps hold the turnout in position until it is filled with ballast from the slewing conveyor belts.

Shoulder excavating units first clear the area at the tie ends.

After the return run, the sword is slewed in and the ballast bed material is sent to the shoulder excavating unit. If necessary, new ballast can be added to the cleaned ballast. Complete exchange of ballast is also possible.

“The URM 700 is a good example of the innovative spirit in our company,” noted Plasser. “New machine models are tested thoroughly under actual worksite conditions before they are handed over to our customers. Due to the fast and independent installation and removal of the excavating guide bar, the URM 700 can also work cost-effectively on short sections of track (spot cleaning).”

RCE

Rail Construction Equipment Company says it has seen an increase in the use of its hi-rail excavators in the ditching process.

“These machines give greater access and allow the customer to perform ditching while on or off the track,” explained Dennis Hanke, sales manager at RCE. “The use of conventional excavators with hi-rail and dump carts is the biggest trend we have seen.”

RCE provides five sizes of hi-rail excavators that utilize the Deere 85G, 135G, 245G, 250G and 350G series excavators.

“When a RCE Dump cart is added to the mix, it provides not only a means to dig out drainage obstructions, but provides a means to remove the problem material for the working area,” Hanke noted. www.rtands.com

2015 capital expenditures

take a leap

by Mischa Wanek-Libman, editor

Norfolk Southern

Capital spending will be up among the seven Class 1 railroads in North America.

NS’ crude train staging tracks in Conway, Penn.

N

orth American Class 1 railroads plan to spend approximately $20 billion in 2015 on capital expenditures. A number that is more than 40 percent above what the Class 1s spent in 2013, just two years ago. The biggest jump in yearto-year planning is from BNSF, which increased its spend by $500 million followed by Canadian National with an increase of $237 million.

Investments remain focused on growth and core maintenance will continue to be strong with all railroads continuing to focus on rail, crosstie and bridge work.

Information found in our annual capital expenditure story comes from earnings reports, industry association presentations and general reporting. All figures are in U.S. dollars and should be read as estimates and are subject to change.

BNSF BNSF was the fir st railroad to announce its 2015 capital expenditure plan in November 2014. The railroad 22 Railway Track & Structures

plans to spend a record $6 billion in 2015, a large chunk of that, $1.5 billion, in its North Region across eight states for engineering maintenance and line expansion projects.

The 2015 spend includes $2.9 billion to replace and maintain core network and related assets, nearly $1.5 billion on expansion and efficiency projects, $200 million for continued implementation of positive train control (PTC) and about $1.4 billion for locomotives, freight cars and other equipment acquisitions.

“Building on the 2014 capacity increases, we will continue investing in our railroad to make us ever more capable of getting agriculture, energy supplies and a wide range of consumer and industrial products where they want to go,” said Carl Ice, BNSF president and chief executive officer.

Highlights from work planned in the North Region include installing double track on the Glasgow Subdivision; extending the siding on the Dickinson Subdivision and terminal expansion of Dickinson yard; converting the entire Devils Lake

February 2015

Subdivision to centralized train control (CTC) and complete CTC implementation on the Hillsboro Subdivision.

Highlights from the South Region include connecting two sidings on the Mojave Subdivision; construction of double track on the Panhandle Subdivision and the Clovis Subdivision.

In its Central Region, BNSF will construct two new sidings on the northern and southern ends of the Hannibal Subdivision in western Illinois; construct two double track segments on the Ravenna Subdivision and extend sidings at six locations on the Brush Subdivision.

canadian national Canadian National is targeting a 2015 capital spend of approximately $2.06 billion, which is an increase of $237 million over its 2014 spend.

CN plans to increase its basic capital renewal program in several categories including a 33-percent increase in new rail laid; a 26-percent increase in crossties; a 145-percent increase in www.rtands.com

2015 capital forecast ballast; a six-percent increase in turnouts installed and a huge 663-percent increase in undercutting.

Another initiative CN is taking on is to continue technology projects, such as the addition of joint bar inspection trucks, additional VTI Units and wood crosstie assessment program. Additionally, CN plans to add rail-flaw detection testing system trucks, including vehicles for yards and purchase a LIDAR unit for developing survey grade data for yard and mainline tracks.

CN also has a three-decade special replacement/renewal of major structures initiative that will require $50-$60 million annually. This year, engineering work is planned for two bridges on the Aberdeen Subdivision and a preliminary investigation is underway to build a cut-off section of new railroad to divert the McComb Subdivision to the Baton Rouge Subdivision and eliminate the McComb spillway bridge.

canadian pacific

2015 capital plan in the works that will see a focus on the removal and monetization of under-utilized track of which 100 miles have been identified.

The railroad estimates 48 percent of the 2015 spend will go toward basic replacement; 14 percent for sidings and yards; 14 percent for rolling stock and two percent for CTC. Pertaining to track renewal, the railroad plans to lay 369 miles of new rail, an increase of three percent over 2014; lay 154 miles of relay rail, an increase of 30 percent; install 1.25

million crossties, an increase of 11 percent; replace 124 track miles of ballast, a decrease of 27 percent and replace 217 turnouts, an increase of 13 percent.

CP said its bridge and structures spend is increasing and it is working on 172 separate structures; has 78 deck replacement projects and more than 125 individual culvert projects.

The railroad also plans to continue its focus on crossing upgrades and renewals and will be investing more than $237 million in CTC installation.

“About half the capital investment will be used to maintain core infrastructure to help ensure a safe and fluid network.”

–Fredrik Eliasson, CSX

Canadian Pacific has a $1.188-billion

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Railway Track & Structures

February 2015 23

2015 capital forecast

CSX CSX will target a $2.5-billion capital expenditure program in the upcoming year. In 2014, the railroad targeted a $2.3-billion capital spend program.

“About half the capital investment will be used to maintain core infrastructure to help ensure a safe and fluid network. Equipment investment in locomotives and freight cars ensure CSX has an appropriate level of rolling stock to support commercial demand and improve on time performance levels. In addition, we will continue to focus on strategic investment to support long-term profitable growth and productivity initiatives. In 2015, we are prioritizing infrastructure projects that will increase line of road capacity on the northern tier to improve fluidity and system velocity,” said Fredrik Eliasson, executive vice president and chief financial officer during the railroad’s Quarter 4 2014 earnings call.

Core investment is expected to be about 17 percent of revenue in 2015 and excludes investments related to

24 Railway Track & Structures

public-private reimbursable projects. The railroad’s infrastructure spend, which accounts for 49 percent or $1.225 billion of the 2015 program, will target rail safety and performance. Strategic investments to support growth and productivity will make up 16 percent or $400 million of the 2015 program.

PTC investment will be $300 million in 2015, but CSX noted that more then $400 million is still needed for the technology beyond this year and estimates the total cost of the technology will be at least $1.9 billion.

On the equipment side of things, CSX noted that locomotive and car investment is driven by service and commercial demand and plans to spend 23 percent or $575 million of its 2015 program on equipment needs.

KCS Kansas City Southern is looking at a 2015 capital spend of between $700 million and $720 million. In 2014, the company spent $703 million in capex.

February 2015

KCS plans to install 550,000 crossties on its U.S. properties and lay 50 track miles of rail. The railroad also plans to install another 295,000 crossties on its Mexican property and lay an additional 79 miles of rail.

According to a “State of the Railroad” memo from Dave Starling, KCS presient and chief executive officer, KCS plans to spend a significant amount of its 2015 capital investment in growth.

“As mainline infrastructure improves, the railroad is able to focus more of the capital spend on growth, including capacity expansions and acquisition of rolling stock. Capacity expansion will be focused on the KCSM Sanchez and KCSR-UP Brownsville Subdivision. This year, KCS set in motion multi-year plans for expansion that will provide for improved fluidity and allow for projected volume growth,” wrote Starling.

Approximately 48 percent of the planned capital spend for the year will go toward growth in equipment, such as locomotives and capacity. Maintenance will account for 42 percent of

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2015 capital forecast Canadian National

provide increased speeds to benefit crude shipments; CTC implementation on the Laredo Subdivision and in Mexico and continued mainline improvements between Monterrey and Nuevo Laredo, Mexico.

Norfolk Southern

CN will be wrapping up its work at Kirk Yard in Gary, Ind.

the railroad’s 2015 spend.

The railroad includes crude oil network mainline and capacity improvements; the expansion of the Kansas City IFG Terminal; continuing the expansion project in Jackson, Miss., to double capacity; the Sanchez Yard expansion; an intermodal facility in

26 Railway Track & Structures

Wylie, Texas, scheduled to open mid2015 and seven new or expanded siding as highlights to its plan to invest in growth with additional capacity.

Concerning maintenance investing, KCS is focusing on velocity benefits with track programs between Shrevepor t and Baton Rouge to

February 2015

Norfolk Souther n is targeting a $2.4-billion capital expenditure program in 2015 the railroad revealed during its fourth-quarter and full-year 2014 results presentation. This year’s program reflects a $277-million increase over the railroad’s 2014 program.

“Norfolk Southern delivered another solid quarter of financial performance, capping a record-setting year during which our company achieved its best results for revenues, operating income, net income, earnings per share and operating ratio,” said Chief Executive Officer Wick Moorman. “For 2015, we plan to invest $2.4 billion in capital investments to maintain the safety and quality of our rail network, enhance ser-

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2015 capital forecast vice, improve operational efficiency and support growth opportunities.”

The railroad said the investments would maintain the network, improve service and invest for growth.

NS engineering spend is planned for $1.2 billion in 2015, which includes PTC. Core and replacement investments, such as rail, tie and ballast programs; freight car replacements and NS’ locomotive rebuild program will account for 71 percent of the capex program. Growth and productivity investments, such as infrastructure improvements and intermodal terminals, will comprise 20 percent of the program. Finally, PTC will make up nine percent, or $220 million, of the 2015 program.

NS plans to spend $927 million on its roadway; $238 million on facilities and terminals; $104 million on infrastructure and $264 million on technology and other projects.

The railroad plans to install 557 miles of new and relay rail, 2.41 million crossties and 2.6 million tons of ballast.

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Union Pacific Union Pacific is estimating its 2015 capital program will be $4.3 billion, pending approval from its board of directors in February. If the board approves the program, it would be $200 million more than the railroad spent in 2014.

“New capacity investments will continue in the eastern third of our network and we will advance quarter strategies and reduce bottlenecks across the system. Our core investment thesis will not waiver, which is to maintain a safe, strong, reliable network and to invest in service, growth and productivity projects that meet our aggressive return thresholds,” Lance Fritz, president and chief operating officer said during the railroad’s Quarter 4 2014 earnings call.

Fritz expanded on the program later in the call in response to a question saying, “we’ve been increasing our capital investment in Texas, Louisiana, up into Oklahoma and Kansas both in our north/south routes and in the

Texas area. That’ll continue and pay very big dividends for a multitude of commodities that use those routes. We have added about 40 miles of double track on the Sunset. We’re going to continue to add double track there.

We’re at a point now we’re about 80 percent double tracked on that route so that will be good.

“We’re adding some capacity in the P&W for our critical bulk and premium routes. We’re adding capacity in Chicago. We have a public/private partnership project on our primary corridor in and out of Chicago, which is the Geneva Sub, to triple track a critical portion of that’s shared with a metro service and that will be very, very helpful.

“We’ve also announced a Hearne new network terminal in the middle of Texas and I think at the investor day we talked about a $600-million kind of number and a 25,000 daily car count kind of number and that will be very impactful, probably taking us the next two and a half years or so to build, maybe a little bit more.”

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February 2015 27

Railroads depend on friction modifiers to increase efficiencies and safety while lowering maintenance costs.

Loram GaugeShield’s dispensing bar has a removable insert for replacement ease.

by Mischa Wanek-Libman, editor

friction

modification and management

M

aking sure the wheel/rail interface maintains optimum friction takes advanced equipment that simplifies operation and is easy to maintain. Service providers are helping railroads with total cost of ownership by extending equipment service life, lengthening modifier impact zones and keeping an eye on being good environmental stewards.

Elecsys

Elecsys Corporation has enhanced the capabilities of its RFM-100 remote monitoring systems that are used to monitor and control both top-of-rail (TOR) and gauge-face lubricators. The systems are now available with 4G-modem capability, as well as the latest in global satellite communications, Inmarsat IsatData Pro. “These significant upgrades are important for remote monitoring products in order to extend their coverage area and enable efficient communication using the latest technologies. On cellular versions of the product family, we’ve also added a data logging and remote retrieval feature,” said Daniel Hughes, chief technology officer at Elecsys. “The devices will now capture and store every parameter during each train event. If operators need detailed information from field units at some point in the future, they can simply download that data directly from the equipment in the field using our website without traveling to the remote sites.”

Additionally, a new variant of the RFM family, the RFM100S, is currently in pilot testing in a major city’s transit system. Hughes stated that the RFM-100S not only monitors the friction management unit, but also monitors the sound levels at the location.

“Although we plan to finish the pilot program before we begin marketing the new system, we’ve already received a lot 28 Railway Track & Structures

February 2015

of interest from the market. I believe the transit authorities see [the RFM-100S] as a way to get a handle on and control their noise issue,” added Hughes.

L.B. Foster

L.B. Foster Rail Technologies says it remains committed to increasing their scope of value-added aftermarket services, enhancing its manufacturing capabilities and driving product improvements to reduce the total cost of ownership (TCO) of friction management products throughout the rail industry.

According to James Tanner, general manager, Rail Technologies, the company has purchased additional hi-rail vehicles to maximize customer equipment uptime and will see improved manufacturing efficiencies with the consolidation of its friction management equipment production to its Niles, Ohio, facility.

“We are a true partner with our customers from the design of their systems to ultimately assisting in the maintenance of those assets,” said Tanner.

Steve Fletcher, general manager, Rail Technologies, notes that there has been a wide acceptance of proper TOR and gauge-face friction management, which has led the industry to focus on the cost of implementing and maintaining an effective friction management program.

“Our efforts have been concentrating on enhancing our customer’s return on investment by not only reducing the number of applicators required to treat a section of track, but also the application rate required. Both of these are directly related to the types of friction management materials used. Our technical solutions and applications engineering team focuses on understanding each customer’s unique needs for friction control and then custom designing a soluwww.rtands.com

Managing Friction tion to provide a strong positive return,” said Fletcher.

Regarding the company’s KELTRACK® line of TOR friction modifiers, which first gained industry acceptance more than 15 years ago, Fletcher said, “We continue to drive additional value for our customers by advancing the chemistry for our KELTRACK family of products to provide extended carry down of over four miles while maintaining the performance and safety requirements of the railroads. We have also invested in the development of a TOR oil product that can provide benefits at up to eight miles. Our customers are going to see very significant improvements in performance as a result.”

L.B. Foster also looks to field trials to validate its customer’s product performance benefits and safe operation.

The company says it also collaborates with the technical community to provide solid, demonstrable proof of its product performance. Significant efforts have gone into verifying that its friction management materials not only offer fuel and rail savings, but also provide safe operations regarding traction, braking and impact on rolling contact fatigue.

The company notes that use of mobile systems within the rail industry continues to expand and its AutoPilot™ advanced TOR spray application systems continue to gain market acceptance. L.B. Foster says these systems are well suited to high traffic commodity routes, but are also effective in closed loop utility operations and with shortline railroads. The company also partners with its customers to provide maintenance services for the AutoPilot

30 Railway Track & Structures

February 2015

systems to ensure unit uptime and proper TOR friction modifier application.

“Through our focus on product and equipment innovation to maximize equipment uptime and reduce our customer’s TCO, as well as offering expanded service capabilities, our goal is to provide the safest, most cost-effective friction control for the rail industry,” concluded Fletcher.

Interflon

Interflon Rail USA offers Interflon Lube EP for use on switch plates and fishplates (connector bars). The lubricating coating, MicPol®, uses micronized and negatively charged Teflon® to adhere to the metal surfaces it contacts. The company says the result, when applied to a switch plate or fishplate, is an environmentally-friendly lubricating coating that is clear, selfpermeating, dirt resistant, (salt) water resistant and long lasting.

Four milliliters of material are used on each switch plate per application and Interflon says the coating lasts four to six weeks. The company notes that considering four milliliters are applied, there is little or no run off to contaminate the surrounding soil and the surface of the plate remains visible. Soil samples, tested in Germany surrounding a switch where Interflon Lube EP was used for two years showed that there were no traceable residues of the Interflon lubricants in the soil.

The company says Interflon Lube EP and its other products for the rail industry lower users costs, help keep the environment clean, reduce friction, reduce energy supplied

www.rtands.com

Managing Friction L.B. Foster field service personnel adjusting the company’s AutoPilot.

from the grid, last longer than existing lubricants, improve track safety, prolong the life of switch components and significantly lowers switch failure occurrence. Additionally, Interflon says its philosophy of providing training on site and supplying user guides ensures that the benefits of Interflon’s new technology are easily and fully realized.

Scott Neely, manager of rail systems at Utah Transport Authority, which introduced the Interflon technology to its switches in 2014, said, “We have seen a dramatic drop in lubricant consumption on the switches, which helps us achieve our environmental goals, while at the same time, lowering cost and increasing reliability.”

Loram

Loram Maintenance of Way, Inc., calls the introduction of the GaugeShield product line, which is designed to efficiently and effectively lubricate the gauge face of the rail, a continuation of the development of innovative friction management equipment.

Jon Behrens, general manager - Friction Management at Loram, said, “The GaugeShield design focuses on delivering performance and reliability, while simplifying routine maintenance and operation. The ergonomically-designed tank provides ample space for maintenance and inspection. The removable grease tank insert allows for easy transfer of seasonal and different manufacturers’ greases and the cone shaped design funnels grease to the pump to decrease cavitation.”

GaugeShield’s dual output gear pump has fewer moving parts to increase reliability and reduce cavitation. The grease output is reliable and repeatable at all operating temperatures and can control two tracks with a single controller. The patent pending dispensing bar, which uniformly dispenses grease across the top of the bar, has a removable insert for inexpensive replacement.

The GaugeShield can be remotely monitored with Loram’s monitoring and analytics package, which Behrens says provides the ability to quickly audit the uptime and accurately monitor and plan maintenance activities.

“While gauge-face lubricators have been around for years, Loram’s GaugeShield provides a new and improved method to help railroads reduce rail wear, curving forces, wheel flange noise and conditions that can cause derailments,” said Behrens.

SKF/Lincoln

SKF/Lincoln Lubrication Systems added a number of new 32 Railway Track & Structures

February 2015

and upgraded products to its top-of-rail lubrication line.

A new contact applicator that is compatible with lowviscosity friction modifiers recently entered the market. The company says it features high-strength foam and adhesive that provide long service life, its impact-zone cushion seals and minimizes splashing of lower-viscosity material and it is suitable for a range of rail sizes.

The company also upgraded its metal contact applicator following more than six years of field experience and testing.

The applicator weighs less than 50 pounds and is compatible with higher-viscosity and “drying-type” friction modifiers.

Additionally, SKF/Lincoln says a significant improvement to this product is in its simple installation, which is accomplished with stud clamps and slotted shims. Re-installation requires only one wrench size.

A new reservoir and divider valve models for “dryingtype,” water-based friction modifiers have also been introduced and can be retrofitted onto existing field installations.

The new reservoir automatically shuts the system down in order to avoid water-based modifiers drying up inside pumps.

A non-contact level sensor reads when the level is too low and interfaces with the controller and the pre-assembled UV divider valve withstands the abrasive properties of “dryingtype” friction modifiers for reliable operation.

“Key customers have indicated a need for a TOR lubrication system that provides the flexibility to change friction modifiers as desired. SKF/Lincoln TOR systems can pump all friction modifiers on the market. Because friction modifiers are a substantial part of an operations budget, customers can reduce the total cost of ownership by negotiating the best price for their friction modifier of choice,” said Eric Nieman, portfolio manager of rail products for SKF/Lincoln Lubrication Systems.

Whitmore Rail

“Like last year, Whitmore Rail is on the verge of multiple new product introductions. Our ongoing push to become more vertically integrated in the rail sector recently included the launch of our revolutionary new top-of-rail friction modifier called TOR Armor™. It provides optimum friction at the wheel-rail interface and greatly reduces lateral creep. To go along with our new TOR FM, we are about to introduce a new TOR wiping bar that can be used for heavy-haul freight and transit rail applications. Another key part of our comprehensive friction management product line includes our high-tech electric trackside lubricators called AccuTrack®. They deliver consistent output in all temperatures and come in a variety of tank sizes. A new version of AccuTrack will be available later this year and made in the USA,” said Bruce Wise, director of railroad sales at Whitmore Rail.

“Most of our worldwide customer base continues to see the benefits of a solid rail friction management program and looks to Whitmore Rail for the next breakthrough. Because Whitmore Rail makes and offers the most comprehensive friction management line of products available, we project our business to grow significantly in 2015. Plus, our customers are always looking for new efficiencies and ways to lower maintenance costs and increase safety. We are ideally positioned to meet their specific needs because we offer the convenience of ‘one stop shopping’ to the railroads,” said Wise. www.rtands.com

AREMA NEWS Registration is now open for the AREMA 2015 Annual Conference Register now at www.arema.org.

Message from the President

A salute to presidents

The AREMA 2015 Annual Conference will be held at the Minneapolis Convention Center in conjunction with Railway Interchange 2015, October 4-7, 2015.

A USA-based combined tradeshow and technical conference featuring:

Technical and Educational presentations hosted by • American Railway Engineering and Maintenance-of-Way Association (AREMA) • Coordinated Mechanical Associations (CMA) •

Air Brake Association

•

International Association of Railway Operating Officers

•

Locomotive Maintenance Officers Association

•

Mechanical Association Railcar Technical Services

•

League of Railway Industry Women

Combined Exhibits hosted by

• Railway Supply Institute (RSI) • Railway Engineering-Maintenance Suppliers Association (REMSA) • Railway Systems Suppliers, Inc. (RSSI) Railway Interchange is sponsored

by AREMA, RSI, REMSA and RSSI in what will be the largest rail event in North America. Railway Interchange is in place of the separate exhibitions and conferences traditionally sponsored by these four organizations and provides railroaders from around the world a unique opportunity to see and hear all that is new and innovative across the entire rail supply industry. All AREMA badges will be honored for full access into the exhibition halls during operating hours. For more information on Railway Interchange 2015, please visit www.railwayinterchange.org.

www.rtands.com

Randy Bowman AREMA President 2014-2015

One of the holidays we celebrate in February is Presidents’ Day. It’s a day we honor the first president of the United States, George Washington, as well as other U.S. Presidents. I would like to take this opportunity to tell you about another president that I have had the honor and privilege to know during my railroad career.

If you don’t live in the state of Georgia, or at least in the southeast, you may not know the name Hugh Tarbutton. Hugh was the president of The Sandersville Railroad Company until his passing last month at the age of 82. I had met Hugh and his brother, Ben (who serves as vice president), many years ago when I worked in research and tests. When I moved to Atlanta in 2004, I had more regular exchanges with Hugh about everything from material issues to the health of the rail industry and, more specifically, Norfolk Southern. My last visit with Hugh was last summer when Jack Hughes and I went to Sandersville to consult on a material issue. We had spoken on the phone several times since then to discuss the issue and its resolution.

Why do I mention Hugh Tarbutton? Hugh was a true railroader (second generation). His father, Ben, took over operation of the Sandersville Railroad in 1916 and later purchased it from the group of prominent local citizens who organized it in 1893. Although Hugh worked there for more than 60 years without retiring, I don’t think that is what he will be remembered for the most. Hugh was a true southern gentleman who lived a very full life. He was instrumental in much of the growth and development in his community and also in the state of Georgia, working to foster job creation and industrial development.

Hugh was a member of the Oxford College Board of Counselors at Emory University where he and his wife were major benefactors of the Hugh and Gena Tarbutton Performing Arts Center. He served on numerous corporate boards including the advisory boards of Southern Railway and Norfolk Southern Corporation. He even served on the Georgia Ports Authority under appointment by four different governors, serving twice as chairman.

A successful business man and railroader, Hugh also enjoyed hunting, fishing, sailing and hiking the Appalachian Trail. Hugh liked to stay active. I remember exchanging stories about hikes on the Appalachian Trail after seeing a photo in his office of him with a bandana around his head and a backpack on his back. I read recently that he was in his 70s when he bungee jumped from a bridge in New Zealand and then, a few years later from a bridge over Victoria Falls.

Now that is living life to its fullest.

You may ask why I decided to write about Hugh Tarbutton. I think he is a great example of someone that lived a very meaningful life. He was a railroader that truly loved his work. But he didn’t stop there. He was so much more to his local community and to the state of Georgia.

Continued on page 34 Railway Track & Structures

February 2015 33

AREMA NEWS

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

2015 Upcoming Committee Meetings Feb. 24-25 Team 41 - Track Maintenance Steering Team

Duluth, GA

March 4

Committee 28 - Clearances

Nashville, TN

Feb. 24-25 Team 40 - Engineering Safety Steering Team

Duluth, GA

March 4-5

Committee 39 - Positive Train Control

Jacksonville, FL

Feb. 24-25 Team 42 - Bridge Maintenance Steering Team

Duluth, GA

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

Feb. 24-25 Team 43 - Signals Maintenance Steering Team

Duluth, GA

March 3-4

Committee 38 - Information, Defect Detection & Energy Systems

FYI…

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

Jacksonville, FL

Lisle, IL

April 1-2

Committee 30 - Ties

Pueblo, CO

April 14

Committee 11&17

Toronto, Canada

April 19-20 Committee 34 - Scales

Silver Spring, MD

Continued from page 33 I know railroading takes many long hours. Although that’s important, I think we can all take a cue from Hugh. We can make a difference professionally by being active in associations like AREMA, but also by being involved in our local communities and states. Few may be able to make the impact Hugh has made, but we can all make some positive differences. Those differences are the things that will be remembered.

All who knew Hugh Tarbutton are better for it. I am honored to say that I am one of those fortunate individuals. Thank you, Hugh, for a life well lived, for making a positive difference.

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.

Registration is now open for the AREMA 2015 Annual Conference in conjunction with Railway Interchange 2015, October 4-7, 2015 in Minneapolis, MN

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.

Register now at www.arema.org

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. The 2015 Manual for Railway Engineering will be available in April 2015.

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

The Official AREMA LinkedIn Group Join the official AREMA L i n k e d I n G r o u p b y v i s i t i n g w w w. linkedin.com and searching groups for “American Railway Engineering and Maintenance-of-Way Association.”

Put your career on the right track with AREMA’s Railway Careers Network.

Services are FREE and include confidential resume posting, job search and e-mail notification when jobs match your criteria.

34 Railway Track & Structures

February 2015

Call for Mentors As the years pass, it becomes more vital to introduce and educate the next generation about the railroad industry. To aid in this cause, AREMA has developed a mentoring program to benefit the AREMA student members. We would like to extend an invitation to industry professionals to influence the next generation. As part of the mentoring program, you will be paired with a mentee that is an AREMA student member. The pairing will try to match student members with someone with experience in the areas of the railroad industry they are interested in. Please visit the AREMA website under Education & Training to become a mentor today.

Not an AREMA Member? Join today at www.arema.org www.rtands.com

Getting to know Ken Koff Each month, AREMA features one of our committee chairs. We are pleased to announce that the February featured chair is Ken Koff, chair of Committee 18 - Light Density & Short Line Railways.

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

Koff: My father, Bill Koff, worked as a storekeeper in the Material Department for the Chicago North Western Railroad and suggested that I apply for a track labor’s position. The railroad always did some seasonal hiring and this looked like a great opportunity to make some money before heading back to college. The railroad normally cut all the seasonal positions prior to the start of the fall semester, but the year I started was different and a small group of seasonal laborers was kept on. I stayed working and my temporary opportunity blossomed into a career.

AREMA: How did you get started?

Koff: I started as a laborer for the Chicago North Western in Butler, Wis. I worked through a number of positions and advanced to division foreman, working across Wisconsin and parts of northern Illinois. This led to an opportunity to accept an assistant roadmaster’s position. This simple start provided additional opportunities and positions which have taken our family across the country. I am grateful to work in an industry full of challenges and new opportunities.

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

Koff: One of my early career mentors suggested that I join AREMA as one of the steps needed to develop into a professional railroader. My AREMA affiliation provided an opportunity to grow in industry knowledge by attending conference sessions and participating in committees. I have stayed involved in AREMA and its predecessor organizations throughout my entire career. I joined Committee 18 as a result of a shift in my career from being a manager for a Class 1 railroad to being involved in the regional and shortline industry.

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

Koff: I am an avid reader and par ticularly enjoy government, leadership and business-themed books. Part of my passion for reading involves collecting hard cover books and adding them to our home library. This past year, I also took up mountain biking and it has opened up a whole new area of outdoor recreation for me. Our home state of Colorado has some spectacular trails that are within an easy drive from our home. It has been great to explore the outdoors while biking on a mountain trail.

AREMA: Tell us about your family.

Koff: My wife Brenda and I have been blessed with a wonderful family. My son Matt and his wife Jaimie live in Kansas City where Matt works as a deputy sheriff. Our son Kevin, who resides in West Palm Beach, Fla., has completed www.rtands.com

Ken Koff Chair, Committee 18 - Light Density & Short Line Railways Senior VP Engineering OmniTrax, Inc.

his MBA and currently works as a manager for a food store chain. Brian, David and Kathryn live with us in Colorado and are attending college locally.

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

Koff: I am currently training to get my private pilot’s license and I am looking forward to flying a private aircraft for personal outings.

AREMA: What is your biggest achievement?

Koff: Brenda and I have had the privilege to raise our family together and invest in homeschooling our children.

We started this journey with our oldest son when he was just five years old and ready for Kindergarten. We did not know at the time that it would lead to 20-year homeschooling commitment. Our youngest child Kathryn completed high school in 2013.

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

Koff: My advice would be to review the entire rail industry, especially the regional and shortline side of the business where there are great opportunities to advance in your chosen area of expertise. I also highly recommend attending industry events, getting to know mature leaders and devote yourself to learning as much as you can about the entire industry. Join organizations like AREMA and get involved.

Finally, seek out a mentor early in your career and, as you grow in your career, find an opportunity to be a mentor to someone else.

Railway Track & Structures

February 2015 35

AREMA NEWS

Student chapter highlight Rose-Hulman Institute of Technology When was this AREMA Student Chapter established?

December 2012, Greg Frech, president (CE class of 2014, now at BNSF), Sam Beck, vice president (ME class of 2014, now at BNSF), Zachary Ehlers, secretary/treasurer, (CE class of 2015).

How many members does this student chapter currently have?

As of the beginning of the 2014 school year, 22.

Who is your chapter President?

Zachary Ehlers, president (CE class of 2015), Lauren Plouff, vice president (CE class of 2016), Allison Phillips, secretary/treasurer (CE class of 2017).

Has this student chapter had any recent exciting events occur that you would like to share with the readers of RT&S? We have strived to have monthly meetings and site visits to railroad-related facilities since our founding. This has resulted in more than 13 site visits since December 2012, and attendance at the 2012, 2013 and 2014 AREMA annual meetings.

Do you have any upcoming events?

On January 13, 2015, we visited Indiana Rail Roadâ&#x20AC;&#x2122;s Van Yard in Terre Haute, Ind., for a tour of their dispatching center and inspection facilities.

36 Railway Track & Structures

February 2015

www.rtands.com

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

AREMA Publications 2015 Communications & Signals Manual of Recommended Practices

©

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

by AREMA technical committees in the interest of establishing uniformity, NOW AVAILABLE 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 ©

The 2015 edition will be released in April

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.

©

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

AREMA Bridge Inspection Handbook ©

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

Practical Guide to Railway Engineering

The selection process for the 17th Dr. William W. Hay Award for Excellence has begun and this year’s chair, Michael W. Franke, a former student of Dr. Hay, has issued a call for entries.

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

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

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

©

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

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.)

Deadline for Entries: MAY 29, 2015 Please contact

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

Railway Track & Structures

February 2015 37

38 Railway Track & Structures

February 2015

www.rtands.com

CALENDAR FEBRUARY 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 16-20. Railroad Track Inspection and Safety Standards. Tennessee Valley Railroad Museum.

University of Tennessee Knoxville Chattanooga, Tenn.

Contact: Diana Webb. Phone: 865-974-5255. Fax: 865974-3889. Website: www.http://ctr.utk.edu/ttap/.

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.

Hotel Elegante Conference Center and Event Center.

Colorado Springs, Colo. Transportation Technology Center, Inc. Contact: Lori Bennett. Phone: 303-6173300. E-mail: annualreview@aar.com. Website: www. regonline.com/20thannual.

APRIL 28-29. Fundamentals of Traction Power Systems and Overhead Contact Systems RO26. University of Wisconsin-Madison. Hilton Garden Inn Chicago Oâ&#x20AC;&#x2122;Hare Airport. Des Plaines, Ill. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@ epd.engr.wisc.edu. Website: http://epdweb.engr.wisc. edu/Courses/Course.lasso?myCourseChoice=R026.

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

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

E-mail: peterson@epd.engr.wisc.edu. Phone: 800-4620876. Website: http://epdweb.engr.wisc.edu/Courses/ Course.lasso?myCourseChoice=R183.

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

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

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

Railway Track & Structures

February 2015 39

PRODUCTS Battery gun

HYTORC has released its Lithium Series Battery Gun. With the need for external wires, pumps and additional handling parts removed, the HYTORC battery guns are designed to greatly expand jobsite reach.

The 36-volt Battery Gun features an integral metal frame with a color graphical user interface. The two-speed gun has the capability for both torque and angle practices and will have a product line that includes numerous output capacities, comprising of 250-, 700-, 1,000- and 2,000-foot-perpound models. Phone: (800) 367-4986.

Outdoor train detection system

Protran Technology has developed a smart sensor detection system that only detects those objects requested, such as trains, maintenance-of-way equipment, hi-rails, etc., entering the facility and giving a warning to personnel. The outdoor train detection system is track specific regardless if curved or tangent and can detect objects up to 550 feet away. The system can detect objects at speeds of one mph up to 200 mph in real time. Phone: (973) 250-4176.

Ice and snow Wi-Fi system

Railway Equipment Company has developed SNONET, which is designed to protect track switches from malfunctioning due to ice and snow. The SNO-NET system communicates via Wi-Fi to report live data and/or notify railroad managers about problems with their assets via e-mail or text to a mobile device. All data is organized and customizable. Users are able to remotely diagnose equipment to reduce multiple site visits to diagnose and correct the malfunction.

Additionally, the system provides the ability for railroad companies to transform their gas hot air blower maintenance from periodic to event-based maintenance. Along with switch heaters, the system monitors lubricants, battery chargers, voltage monitors and switch machines. Phone: (736) 972-2200.

40 Railway Track & Structures

February 2015

www.rtands.com

Ad Index Company

Phone #

Fax#

AREMA Marketing Department

301-459-3200

Balfour Beatty Rail, Inc.

888-250-5746

R. J. Corman Railroad Group, LLC

e-mail address

301-459-8077

marketing@arema.org

904-378-7298

800-611-7245

412-928-3506

412-928-3512

Georgetown Rail Equipment Co.

512-869-1542 ext.228

512-863-0405

Herzog Railroad Services, Inc.

816-233-9002

Hougen Manufacturing, Inc.

866-245-3745

Cover 3

info@bbri.com

859-885-7804

L.B. Foster Co.

Page #

18

www.rjcorman.com glippard@lbfosterco.com

21

31

karen@georgetownrail.com

Cover 4

816-233-7757

tfrancis@hrsi.com

6

800-309-3299

info@trak-star.com

26

Koppers Railroad Structures

800-356-5952

608-221-0618

rrdiv@koppers.com

Landoll Corporation

800-428-5655

888-293-6779

jim.ladner@landoll.com

Cover 2 5

Loram Maintenance of Way, Inc.

763-478-6014

763-478-2221

sales@loram.com

Neel Company, The

703-913-7858

703-913-7859

btemple@neelco.com

414-766-2180

414-766-2379

info@nordco.com

604-946-7272

888-692-1150

cerhart@narailproducts.com

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

17

Progress Rail Equipment Leasing

810-714-4626

810-714-4680

ddaugherty@progressrail.com

23

Progress Rail Services

800-476-8769

256-593-1249

info@progressrail.com

16

grif1020@yahoo.com

19

bbrundige@sb-reb.com

39, 40

Nordco Inc. North American Rail Products Inc.

RAILCET

866-724-5238

Railway Educational Bureau, The

402-346-4300

RailWorks Corporation

866-905-7245

Unitrac Railroad Materials, Inc.

412-298-0915

Whitmore Rail

217-522-6588 402-346-1783 952-469-1926

972-771-1000

12-13, 29

7 27

jrhansen@railworks.com

8

25

865-693-9162

ppietrandrea@unitracrail.com

24

972-772-4561

sales@whitmores.com

30

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

www.rtands.com

AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada -足AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com

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

Italy and Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 +39-10-570-4948 V Piano, Int 9 Fax: +39-10-553-0088 16129 Genoa, Italy info@mediapointsrl.it

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

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

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

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

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

Railway Track & Structures

February 2015 41

Professional Directory

NEW & USED EQUIPMENT

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

Some things never change.

Quality, Service, and Dependability. Since 1910.

Rotary Dump

Grapple Truck

Hauls MarkIV

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

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, removal and disposal

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 •

fax

(717) 328-9541 • www.kwreese.com

2013, 2014 NRC SAFETY AWARD GOLD MEDAL WINNER 42 Railway Track & Structures

February 2015

www.rtands.com

NEW & USED EQUIPMENT

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1050 Kribber/Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Rail Heaters - Single Sided, Dual Sided, Self-propelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

    

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

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

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

and many more truck configurations...

Track Maintenance Trucks

877-888-9370

ASPENEQUIPMENT.COM/RAIL www.rtands.com

Railway Track & Structures RT&S2013revAd.indd 1

February 2015 43 2/12/13 2:57 PM

NEW & USED EQUIPMENT PARTS • SALES • SERVICE

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

Call Rob Wiskerchen at 715-897-2619.

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

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!”

Get the inside scoop on and off the track

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

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

RAIL BRIEF: The Weekly RT&S Email Newsletter

NEW Hi-Rail Western Star 4700SB with Rotobec Elite MT26

SUBSCRIBE AT: www.rtands.com/RailBrief

Purchase - Lease - Parts - Service

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 • Fax: 212/633-1165 Email: jacquart@sbpub.com 44 Railway Track & Structures

February 2015

ALL MAJOR CREDIT CARDS ACCEPTED

www.rtands.com