RTS February 2021

RAIL GRINDING

SEEING

SPARKS RAIL MAINTENANCE SECTOR LOOKING AT A PROMISING 2021

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CONTENTS

February 2021

22

FEATURES

8

Switching tracks Baltimore Metro team rolls with major design change, construction hurdles during revamp

12

Sparks fly for better rail profiles Whether preventive or corrective, rail grinding maintains optimal guideway

18

Hi-rise Hi-rail sector ready for successful 2021 following pandemic slowdown

22

12

18

Low temperatures make for difficult times Railroad operations can be severely hampered by winter weather

COLUMNS

3

On Track Let’s not fail this Tennessee Pass

DEPARTMENTS

4 26

TTCI R&D Rail fatigue defect prediction using machine learning AREMA News Message from the President, Getting to know, and more

30 31 31

Classifieds Advertiser Index Sales Representatives

32

Last Stop Thinking about coal

Follow Us On Social Media @RTSMag

rtands.com

February 2021 // Railway Track & Structures 1

SIT AND LISTEN William C. Vantuono Railway Age

Bill Wilson

Railway Track & Structures

Railway Age, Railway Track & Structures and International Railway Journal have teamed to offer our Rail Group On Air podcast series. The podcasts, available on Apple Music, Google Play and SoundCloud, tackle the latest issues and important projects in the rail industry. Listen to the railway leaders who make the news.

Kevin Smith

International Railway Journal

Podcasts are available on Apple Music, Google Play and SoundCloud

ON TRACK

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Let’s not fail this Tennessee Pass

L

ook at that butterfly. Wow, what dynamic coloring. It’s just bouncing from flower to flower, and there are some old railroad crossties ... but the nature surrounding us is just incredible.

It happens way too often: abandoned railroad tracks converted into nature/walk/ bike trails. The transition also is known as Rails to Trails. It’s when a region moves away from the dynamic power of a chugging economy and instead goes with a plan that fills you with fresh air, provides scenery that is soft on the eyes, and has people going out to buy a new pair of comfortable walking shoes. I really do not mind that adaptation, as long as there is a certainty the railroad that will soon be swallowed by vegetation has zero chance of serving agriculture and industry any time in the future.

The Tennessee Pass winds through the Rocky Mountains of Colorado. The Denver and Rio Grande Western Railroad put together a narrow gauge railroad over the Tennessee Pass in 1881 as part of its extension to the Aspen area in an attempt to beat the Colorado Midland’s standard gauge route to the rich mining area.

However, over the past month another fight has formed in the center of the ring.

In the red corner is the Colorado Pacific Railroad. In the white corner, Union Pacific and Rio Grande Pacific railroads. UP and the Rio Grande Pacific have formed a tag team in an attempt to take over the Tennessee Pass line. In January, Colorado Midland & Pacific filed an application with the Surface Transportation Board (STB) to run freight and passenger trains on the tracks.

Colorado Pacific (please follow me as the words “Colorado” and “Pacific” frantically exchange jabs here) threatened to file a protest with the STB stating it believed the deal with UP and Rio Grande Pacific, and also Colorado Midland & Pacific, would form a monopoly. It seems Colorado Pacific Railroad also wants to run trains through the Pass, and made an unsuccessful bid last

year for the usage of the line with UP, which was in negotiations with Rio Grande Pacific.

Now it appears the spectators to this fight have thrown themselves over the ropes and onto the canvas. Environmental groups, county commissioners and residents of Chafee, Lake and Eagle counties in Colorado do not want the Pass to carry any type of rail transportation. This has turned into a street brawl, and the STB is in the middle of it all trying to separate the scrappers.

The track itself has been vacant since 1997, and Colorado Pacific Railroad believes it will cost $278 million to strengthen about 160 miles of the rail line.

If I had to choose an arm to raise in triumph, it would be Colorado Pacific Railroad. The short-liner’s control over the tracks would help spur the local economy, and I would put money on the company taking the necessary steps to fix the tracks.

Train activity is definitely the way to go due to reasons mentioned above. The worst thing that could happen is that Rails to Trails proponents plow through and convince officials to lay out a walking/bike trail along a stretch that once belonged to the all-powerful railroad.

Once the railroad is shut down there really is no turning back, and the local economy would forever take major blows to the face.

The STB has some important decisions regarding the Tennessee Pass. Even if it does side with the UP-Rio Grande Western team, the pick is better than the other alternative.

Those old railroad ties carrying an economic surge is the real thing of beauty.

BILL WILSON Editor-in-Chief

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ. Corp, 88 Pine Street, 23rd Floor, New York, NY 10005. Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices.

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February 2021 // Railway Track & Structures 3

TTCI R&D

Rail Fatigue Defect Prediction Using Machine Learning: A Preliminary Study Comparing three advanced machinelearning algorithms Ananyo Banerjee, Ph.D., Principal Investigator (Transportation Technology Center, Inc.) Xiang Liu, Ph.D., Associate Professor (Civil and Environmental Engineering, Rutgers University)

T

ransportation Technology Center, Inc., (TTCI) and Rutgers University explored the potential use of machine learning to predict the occurrence of rail fatigue defects leveraging big data analytics. Three advanced machine-learning algorithms were developed, evaluated and compared. Annual traffic density, rail age, annual number of car passes, grade, degree of curvature, and rail size were among the factors considered.

A working model was developed for predicting the probability of rail fatigue defect in a particular track condition.

An understanding of rail defect

occurrence is useful in prioritizing track inspection and maintenance. The main objective of this research was to predict rail fatigue defect probability using machinelearning techniques, accounting for a set of track-related and operational factors using data provided by the industry.

This research aimed to advance previous predictive models.1,2 The modeling tool building strategy is based on four steps as outlined in Figure 1.

Data collection and integration Over a network of more than 20,000 miles of track, four basic types of data were collected

TABLE 1. INPUTS FOR THE PREDICTION TOOL Input

Input Range

Default Value

Rail age (years)

0-80

24

Segment length (miles)

0-10

0.25

Annual traffic density (MGT)

0-100

20

Annual number of car passes (in thousands)

0-700

250

Maximum allowed speed (mph)

0-60

35

Curve (degrees)

0-20

0 for tangent; 3 for curved track

Grade (percent)

0-4

0.4

Rail position

Tangent rail, high rail, low rail

Tangent rail

Rail size (lb/yd)

0-155

132

Number of turnouts per mile

0-2

0.5

Rail quality index

New rail, re-laid rail

New rail

Number of ballast cleaning per year

0-2

0

Number of grinding passes per year

0-4

1

Number of prior defects (all types) per mile, per year

0-10

0.3

Number of prior vehicle track interaction (VTI) exceptions per mile, per year

0-15

0.5

Number of prior track geometry defects per mile, per year

0-10

2

4 Railway Track & Structures // February 2021

rtands.com

INTELLIGENCE IN RAIL

AUTOMATIC SUCCESS Automated Inspections Mitigate Incidents Automated Inspections Monitor & Identify Issues

Wayside Monitoring Machine Vision Inspection

Figure 1. Four-step process in developing a rail defect statistical prediction tool.2

Remote Diagnostics Real-Time Fleet Wide

from 2011 to 2016 including inspection data such as detected rail defects; all types of track geometry defects and vehicle track interaction exception data; maintenance activity data such as rail grinding and ballast-cleaning activities; track layout data such as curvature, grade, curve, rail age; and traffic exposure data such as annual tonnage and total number of car passes. A data screening process found that the variation of the same factor on the same segment was trivial; therefore, each segment could be considered as an approximately homogeneous unit. On each rail segment, there is information regarding prior defect history, traffic tonnage, track characteristics, and other information as shown in Figure 2. Among all types of rail defects, this research focused on fatigue defects forming in the head of the rail (including detail fractures, transverse and compound fissures, horizontal splits, vertical splits). This model can be modified to account for other types of rail defects in future analyses. Weld defects were not considered in this study.

Model development Machine-learning models allow analysts to uncover hidden insights through learning from historical relationships and trends in the data. The output would be either that there is a predicted defect (coded as 1) or no predicted defect (coded as 0). Three algorithms— Extreme Gradient Boosting (XGBoost),3 Random Forests (RF) and Logistic Regression rtands.com

(LR)—were used in this research. Based on the data used, it was found that XGBoost outperformed the other two alternatives. The discussions below focus on the results using XGBoost. While inferring the importance of each input variable on the output (rail fatigue defect occurrence), it was found that annual traffic density, rail age, number of car passes (repetitive wheel loads on the rail), grade, rail size, degree of curvature, and rail size are among the most influencing variables for rail fatigue defect prediction. Eighty percent of the data was used for model development and the remaining 20 percent of the data was used for blind prediction.

Rail fatigue defect prediction tool A computer tool was created for the implementation of the machine-learning algorithm.

Table 1 shows the input variables for using the tool. The default value is the mean value of the distribution of each input variable in the dataset used for this research. Using the default values in Table 1 as an example, a quarter-mile rail section has an estimated fatigue defect probability of 0.13 in one year. If rail age increases from the default value in Table 1 to 80 years, the rail defect probability is expected to increase to 0.20. Similarly, if the annual traffic density on the track increases from 20 MGT to 60 MGT the rail fatigue defect probability would increase to 0.26 with all other factors being equal. It is to be noted that the machinelearning model simultaneously accounts for

Asset Management Analyze & Act

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February 2021 // Railway Track & Structures 5

TTCI R&D

Figure 2. Factors included in the model (partial).

multiple input variables in a complex way; therefore, the marginal effect of each variable is dependent on the values for other variables.

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6 Railway Track & Structures // February 2021

Conclusion This research used machine-learning algorithms to predict rail fatigue defects based on big data across many railroad databases. The algorithm accounts for a variety of factors related to track infrastructure, maintenance activities, traffic volume and operations. Data over the entire network was classified into thousands of rail segments of varying length according to track and traffic characteristics. The preliminary analysis showed that the developed machine-learning algorithm has a reasonable fit to the empirical data. The machine algorithm was implemented into a decision support tool that can be used to automate rail defect prediction based on provided input information. The tool takes the input information and predicts the defect occurrence probability for the specified segment. The tool, upon being further developed, could be used to identify the locations with more chances of developing rail defects, thereby providing information to prioritize infrastructure inspection and maintenance.

References 1. Martland, C.D., McGovern, M., and Shyr. F.Y. (1996).

HALTRACK 96 Analysis of the effects of heavy axle loads on track: users’ guide. Massachusetts Institute of Technology, Cambridge, Mass.

2. Davis, D., Banerjee, A., Liu, X. (2016). Rail defect prediction model evaluation. Technology Digest TD16-043, Transportation Technology Center Inc., Pueblo, Colo.

3. Chen, T., Guestrin, C. (2016). XGBoost: A scalable tree boosting system. In Proceedings of the 22nd ACM SIGKDD International Conference on Knowledge Discovery and Data Mining, pp. 785-794, San Francisco, Calif. rtands.com

STAY IN GEAR WITH RAIL GROUP NEWS RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.

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TRACK MAINTENANCE

A decision was made to overhaul the design in favor of the AREMA standard No. 8 double crossover configuration.

SWITCHINGTRACKS Baltimore Metro team rolls with major design change, construction hurdles during revamp

t was imperative that the double crossover at Johns Hopkins Station (JH DXO) in Baltimore be repaired on time. The heavily used tunnel-bound station has trains running every eight to 20 minutes, depending upon the time and day of the week, and an estimated average weekday ridership of about 600,000.

The crossover was quickly approaching its end of life, a fact made even more apparent in 2017 when one of its frogs cracked despite corrective maintenance actions.

To ensure passenger safety, the Maryland Transit Administration (MTA) immediately reduced the station service operations to one track.

In planning the repairs, however, a team led by MTA track and structural engineering saw an opportunity to resolve a longstanding problem. The existing crossovers had become an ongoing maintenance 8 Railway Track & Structures // February 2021

challenge, as the switch points consisted of a European-style, low-profile rail section, 190-m tangential geometry and curved turnout frogs. As a result, many of the components were not manufactured in the U.S.—and were increasingly challenging to procure given “Buy America” requirements—and the Metro MOW (Maintenance-of-Way) Department had exhausted its existing supply of foreign spare parts.

A decision to overhaul the design in favor of an American Railway Engineering and Maintenance of Way Association (AREMA) standard No. 8 double crossover configuration effectively eliminated the need for non-standard parts and will undoubtedly save valuable time and money during future maintenance work.

There were some valuable lessons learned along the way. Particularly, MTA will likely involve the Metro MOW to take

maintenance challenges into consideration much earlier in the planning of future projects. By doing so, they hope to prevent the need for late-stage redesigns, save valuable time and undoubtedly provide a more cost-efficient and easier-to-maintain finished product.

Design, then redesign The JH DXO is at the end of the line, so its crossover gets heavy use. Every train coming down the tunnel’s two tracks uses the same crossover interlocking, whether inbound or outbound. Over time, it had degraded to a point that frequent repairs were necessary and urgent.

Initially, MTA took steps to procure all the foreign spare parts needed for the JH DXO due to its non-standard configuration and inordinately long lead times, lengthy procurement protocols and various other rtands.com

Photo Credit: MTA/HNTB Corp.

I

By Nageshwarreddy “Reddy” Karnati, P.E., Maryland Transit Administration; Ayan Ghosh, P.E., HNTB Corp.; and Govind R. Sulibhavi, Maryland Transit Administration, Contributing Authors

Photo Credit: MTA/HNTB Corp.

TRACK MAINTENANCE

logistical hurdles. Taking a design-bidbuild approach, MTA selected a design consultant for preparation of a materials procurement package and planned to award a separate installation contract—all intended to shorten the duration between design and construction and to minimize materials procurement cost.

However, upon reviewing 85 percent of procurement package submittals in September 2016, Metro MOW suggested that the design be altered in favor of a standard double crossover with AREMA geometry—including No. 8 turnouts commonly used elsewhere along the line. By standardizing the track components, they hoped to simplify their procurement and inventory management process, while also avoiding long lead time for materials, equipment and components necessary for maintaining the crossover.

It was a logical decision, since it would significantly reduce the cost of future track maintenance work. The resulting benefits of reduction in inventory was hard to dispute. All other interlocks in the system have similar geometry, and the No. 8 frog is used in multiple locations.

Since the project team had to re-boot the design, they quickly pivoted by initiating a study to determine the impacts of the change, then collaboratively worked through the changes in geometry (the new design spaces the crossover’s four switch points farther apart due to the frog’s wider angle).

MTA reviewed six potential alternatives for realigning the crossover geometry using 115 RE running rail sections, standard AREMA No. 8 crossing frogs, switch points and stock rails. As-built plans and a LiDAR field survey helped identify the most feasible solution, while also ensuring that adequate clearances existed within the confines of the tunnel’s existing walls and columns. The team then finalized the layout for the contact rail and direct fixation fasteners.

Transitioning the crossover from a European to AREMA configuration required rebuilding the existing track slab to accommodate the shifting of switch points, and the team had to inspect the existing floating slab foundation to ensure its integrity.

They also used conservative modeling scenarios to ensure that the redesign did not negatively impact nearby medical facilities due to increased vibration. The entire double crossover also had to be supported rtands.com

by new direct fixation fasteners to accommodate both special trackwork and single rail, and new anchor inserts were necessary where existing anchor insert locations did not work.

Ultimately, the team concluded that the standard turnouts and crossover diamond could be successfully installed within the confines of the existing tunnel structure, and they began preparing conceptual plans including engineering estimates of the procurement and installation costs for the track, contact rail, floating slab modifications, signaling, etc.

Hurdles to clear Existing switch and crossover parts at JH DXO were failing and the probability of a sudden failure was becoming more likely. As such, design, procurement and construction had to be performed on an accelerated schedule. Due to the long lead times required for domestic steel, the team began procuring materials a year-and-ahalf prior to construction, once designs had reached the 85 percent milestone.

Operating under an emergency procurement order, the team expedited the selection of vendors to ensure that the special trackwork and contact rail materials arrived by late 2017, then selected a contractor for installation scheduled to begin in early 2018. As part of the first procurement contract, they ordered special trackwork material including switch points, stock rails, heel blocks, switch rods, turnout frogs, crossing diamonds, closure rails, direct fixation fasteners, housetops, restraining rails, rail braces and restraining rail supports and insulated joint kits.

Under a second procurement contract, they ordered contact rail and appurtenances.

To further hasten the schedule, the team performed milestone engineering design reviews and quality monitoring during the material procurement phases and inspected advance pre-assembly laydown of the double crossover trackwork at the manufacturer’s facility. That helped ensure that all the materials were manufactured to the proper alignment and met MTA quality standards, and that the contractor would have no problems installing the special trackwork under the tightly controlled schedule constraints.

The project team met frequently to review the cost-effectiveness of alternative plans for project sequencing, and ultimately decided to maintain single-track operations to minimize inconvenience to

patrons. The project was then organized into two distinct phases to allow train service to continue during the accelerated 36-day schedule.

Throughout the process, AECOM served as the engineer of record and imbedded HNTB personnel remained on-call to assist in various capacities during design and construction.

Under the gun By late 2018, project materials had arrived, and work could begin. Given the contractor’s (Delta Railroad) tight window for completing the project, MTA made the impactful decision to allow the contractor to begin demolition work in the crossover area (which was out of operation) prior to Phase 1.

Then, during the 21-day-long Phase 1 construction, Delta Railroad removed existing trackwork, fasteners and anchor bolts on Track 2 and the crossover diamond, and demolished concrete at the switch points. It was a difficult and timeconsuming task due to the reconfiguration of the concrete floor to accommodate the new layout. Throughout the process, new materials were transported into the work zone and demolished materials were removed during non-revenue hours given the lack of room inside the tunnel.

During Phase 2, the contractor performed work on Track 1 and the remaining portion of the crossover and accelerated the demolition and reconfiguration

Design, procurement and construction had to be performed on an accelerated schedule.

February 2021 // Railway Track & Structures 9

TRACK MAINTENANCE

of the concrete slab at switch points to accommodate anticipated delays.

Delta Railroad offered valuable constructability inputs throughout the duration of construction. For example, while the contractor’s initial proposal was to mix concrete on-site with portable mixers, they instead suggested pumping the concrete from the surface (street level).

It ultimately proved to be a more time- and cost-efficient process, as Delta Railroad was able to deliver the concrete from a truck some 40 ft above the site by punching a hole through one of the non-structural slab surfaces.

The contractor also suggested modifying the method for installing the direct fixed track onto the composite pad foundation, saving some five days in project time.

Rather than affixing the fastener by coring a hole into the concrete and setting the anchor, Delta instead proposed using an all-thread anchor stud and epoxy instead.

Other issues required quick solutions.

To resolve technical difficulties with the temporary signaling—necessary for MTA

to turn the project over to the contractor— systems engineering consultants worked closely with MTA to implement temporary train control circuit and traction power modifications to allow for safe train operations under a single track. And when supplies of No. 6 cable ran low, the team reacted swiftly to secure additional cable.

Throughout the process, frequent stakeholder meetings attended by MTA personnel from various departments, the contractor and other project team members were key to resolving issues. The Office of Communications was apprised of all schedule changes in advance for notifications to the public in order to provide optimal customer service during construction outages.

Safety to both patrons and contractor personnel also was paramount, so the team installed safety fencing around the construction area and pedestrian barriers on the work-zone side of the station platform and shifted as necessary during different phases of work.

A variety of communications tools were

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Of course, there were lessons learned along the way. Going forward, the team will undoubtedly engage the MOW department earlier in the process to address O&M concerns, as well as conduct additional advanced planning to identify issues before they occur. This is particularly important in an environment where fast-tracking rail projects has become the norm, not the exception.

In the end, the rehabilitation of the double crossover at JH DXO was an unmitigated success. Both phases of work were completed 43 hours before the original deadline.

Editor’s Note: This paper was first published and presented at the AREMA 2020 Virtual Conference.

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10 Do you know a railway engineering professional under 40 who is making a difference?

Railway Track & Structures presents its first-ever “Fast Trackers” 10 Under 40 awards in which the magazine will profile 10 individuals under the age of 40 who have made an impact in their respective fields or within their company. Those that represent the “best of the best” in the railroad engineering field will be featured in the Railway Track & Structures April 2021 issue.

Nominate a colleague or yourself

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1/14/21 10:30 AM

RAIL GRINDING

SPARKS FLY FOR BETTER RAIL PROFILES

Whether preventive or corrective, rail grinding maintains optimal guideway

By David C. Lester, Managing Editor 12 Railway Track & Structures // February 2021

rtands.com

RAIL GRINDING

F

Photo Credit: Pandrol

or those who have not seen a rail grinder at work, nor understand what it does, the first sight of one is mysterious and intriguing. Sparks f ly beneath the wheels of several cars on an unusual looking train, generating smoke and noise. What in the world are they doing? Tearing up the rail? Setting the track on fire? Regardless of what’s going on, it’s a dazzling sight.

Readers of this magazine, though, know exactly what’s going on, and understand how much technology there is behind the scenes to ensure that the rail is properly profiled for the optimal wheel/rail interface. Each year, we feature a rail grinding product roundup, with key vendors sharing their latest service and technology offerings. Vendor profiles begin below.

Loram Last year, Loram introduced the gamechanging software upgrade Rail Pro Infinity. The upgrade allows Loram to control the production and preciseness of the RG400 series production rail grinders more than ever before. Rail Pro Infinity generates custom machine pattern configurations in real time to grind any rail profile to any desired template while only removing the precise amount of metal. The RG400 Rail Grinders can now grind to any transverse profile specification quicker and more efficiently than previously attainable. The technology breakthrough allows for infinite control of grinding pattern combinations to maximize the life of the rail. The upgrade allows our customers the opportunity to save millions of dollars by reduced metal removal, increased machine productivity, and improved wheel-rail interface.

In 2021, Loram is introducing another game changer. The RGS Specialty Grinders now offer Rail Pro Flex. Rail Pro Flex allows RGS Specialty Grinders to plan and work like RG400 production grinders. The advancement allows customers the ability to inspect specialty assets with Loram Rail Inspection Vehicles to create grind plans for the RGS prior to conducting the work. Like Loram’s production grinders have witnessed since 2006, creating a grind plan with an RIV improves operational safety by removing the need for having personnel on the ground to take measurements. RGS rail grinders with Rail Pro Flex also have increased productivity rtands.com

and quality by eliminating the need for operators taking time to assess the asset condition to determine the work. The RGS can then measure and record the work to support future planning and equipment optimization.

Loram’s outlook for 2021 is good. A spokesperson said, “Loram forecasts industry rail grinding needs will remain linear to rail traffic, measured in MGTs, with best practices continuing to evolve with advancements in rail manufacturing and friction management programs.”

RailWorks The Maintenance-of-Way (MOW) division of RailWorks, one of North America’s leading rail infrastructure solutions providers, offers a range of services for its customer base, ranging from major transit agencies to Class 1s and short lines to commercial/industrial companies. RT Swindall, vice president of the RailWorks’ MOW division, said the company works with its customers to understand their maintenance and operational goals and designs a program to meet those needs.

“RailWorks is the most experienced rail contractor in the business. Our dedicated grinder teams help our customers prolong the life of their rail systems, improving reliability and maximizing

efficiency,” Swindall said.

Safety is a top priority for RailWorks and its MOW division; the MOW group recently marked a major safety milestone—1,000 days injury free. “I am immensely proud of the safety culture we have built at RailWorks, and it shows with every employee,” Swindall added.

Orgo-Thermit While 2020 was a difficult year for many, Orgo-Thermit, Inc., a Goldschmidt Company, was able to grind right through it. Orgo-Thermit and its dual VM8000s is approaching the 10-year mark of offering precision grinding services to the rail industry. The benefits of performing rail grinding are now more important than ever with restrained budgets and the need to increase the utility of assets.

Orgo-Thermit’s machines offer an unmatched versatility, the vehicle high-rail system. This is a considerable advantage and one that permits for the maximum amount of spark time per shift. The VM8000 can engage its highrail equipment at any crossing and can be ready to occupy the tracks as soon as the last revenue service train passes. Avoiding a lengthy traverse to the jobsite from the storage area results in more productivity and a greater ROI for the client.

The addition of the Eddy Current

Maintaining wheel/rail interface provides a smoother ride. David C. Lester photo February 2021 // Railway Track & Structures 13

RAIL GRINDING

up throughout the year and is seeing more requests from new clients trying to determine if the benefits of rail grinding will be applicable to their operations.

Orgo-Thermit advises clients that, in most cases, the rail can be refurbished and the life of the asset can be extended with the incorporation of a maintenance interval program.

An operator using the Pandrol 06000B Profile Grinder. This is designed for finishing grinding of field welds and will grind the top and sides of the rail with ease and precision.

measuring system, the Trackscan Mira, has been well received and is scheduled to be deployed on multiple campaigns in 2021. This equipment is capable of detecting defects in the head of the rail that have been overlooked by traditional ultrasonic methods. Highlighting rail f laws that were previously undetected has given rail operators a better understanding of the overall condition of their tracks and a head start when planning preventive maintenance.

The latest VM8000 to enter the 14 Railway Track & Structures // February 2021

Orgo-Thermit f leet has been equipped with a Rail Grinding Measurement System for pre- and post-grind scans. By having the complete picture of the rail, Orgo-Thermit can proactively target areas of wear and spots likely to develop detrimental defects. The addition of this equipment to the grinding service has become the foundation of the company’s preventive maintenance diagnostics.

Orgo-Thermit has a bullish outlook on the rail market for 2021. The company has a significant amount of work lined

Linsinger As a trend setter in the rail maintenance industry and as the inventor of rail milling technology, the Austrian company Linsinger is pursuing a continuous expansion strategy. The first hydrogen/fuel cell-powered rail milling train was unveiled at a (virtual) press conference on Nov. 17, 2020, in Austria. This ground-breaking innovation is the result of a multi-year project at Linsinger’s R&D department and represents an important contribution to the worldwide efforts to become climate neutral. In a fuel cell the chemical reaction between hydrogen and oxygen results in the generation of electricity and water—no other exhaust emissions are generated.

The new rail milling train MG11 Hydrogen is based on the proven MG11 rtands.com

Photo Credit: Pandrol

Pandrol Pandrol’s 06000B Profile Grinder is a lightweight machine and has been upgraded to offer enhanced clearance over alignment plates, hardware and field weld risers. It is specifically designed for finish grinding of field welds and will grind the top and sides of the rail to the original profile with ease and precision. The ergonomic design means that the grinder is lightweight but is solidly constructed.

It is recommended for use in combination with Pandrol’s 06950A MultiPurpose Grinder for base and web grinding, giving track workers the capability to tackle any track grinding job head-on. The Multi-Purpose Grinder allows the operator to remain in an ergonomic, upright position while performing grinds, and the adjustable rear handle can be adjusted to the user’s height.

Pandrol produces a complete portfolio of handheld and larger grinders for a wide range of track applications. Their time-tested experience in manufacturing grinders has placed them at the forefront of the industry, continually delivering new innovations.

RAIL GRINDING

Photo Credit: David C. Lester

A good rail grinding program increases the useful life of rail, saving millions of dollars in the long run.

rail milling train concept that was developed for the smallest tunnel clearances and short work windows. Linsinger milling technology is a f lexible, sparkand dust-free process that results in rail profiles of highest accuracy and surface quality. The dry-cutting process does not result in any significant heat input into the railhead surface thereby preventing any unwanted material transformations.

The process by-products (milling chips) are collected on board the machine to be recycled at a later stage. For this reason, milling technology also can be used in tunnels, stations and generally environmental-sensitive areas (fire danger, pollution, dust).

The machine is equipped with the latest electric drive and milling technology which facilitated the conversion to a hydrogen-powered version. The MG11 Hydrogen has the same performance capability compared to her combustion engine-powered sisters and it can work more than one full shift (including travelling to and from the work site) with one

16 Railway Track & Structures // February 2021

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www.linsinger.com #trusttheinventor

Photo Credit: Linsinger

Linsinger’s Rhomberg Sersa SF02T-FS LB milling train arrives in Toronto.

hydrogen tank load. Due to the scalability, the fuel-cell technology can be used for all the milling machine types in the Linsinger portfolio.

With this innovation the alreadyclean milling technology has become even more sustainable. This machine represents a major contribution for a CO2-neutral railway sector. The new MG11 Hydrogen will be available by mid-2021.

Furthermore, Linsinger has recently delivered the first dedicated rail milling train to North America. The highperformance transit milling machine SF02T-FS LB is owned by Rhomberg Sersa. The machine will start to work in the subway of TTC Toronto.

Linsinger believes the outlook for the rail milling market in North America, Europe, and other locations around the world is very positive for 2021.

There is now a Linsinger high-performance milling train in the market available (through Rhomberg Sersa) and there is growing interest and need from both transit systems and freight/Class 1 railroads.

Rhomberg Sersa, a rail milling service provider for North America, based in Canada, has acquired a high-performance Linsinger rail milling train type SF02T-FS LB that was delivered to Toronto in January 2021.

This milling train is equipped with the latest diesel-electric exhaust system to comply with the highest North American emission standards. The milling rtands.com

technology efficiently removes rail damage and restores the rail profile without emitting sparks or dust.

The machine also can operate through extended work windows without the need to refuel or to empty out the chip bunker.

Additionally, the train is equipped with a switch add-on function that enables the machine to process mainline track as well as switches and crossings. Due to the unique low bed design, the train is not only capable of fitting into the smallest clearance envelopes, but also is suitable for applications at Class 1/freight railroads.

The train is equipped with the latest Linsinger profile measurement technology for transversal and longitudinal profile as well as metal-removal determination.

Furthermore, the SF02T-FS uses a Sperry Eddy Current System for crack detection and crack depth determination. This Eddy Current System is already successfully used in Ireland and the UK and is currently being tested for application in North America. This is the first rail maintenance machine in North America that will be capable of characterizing cracks on the rail surface.

Rhomberg Sersa has a multi-year contract with the TTC subway and will be busy with milling work in Toronto until early summer 2021.

After that the machine is scheduled to do various demonstration work in Canada as well as the U.S. and is available for further business.

Keep your rails perfectly maintained with LINSINGER high performance rail milling technology.

Now available in

NORTH AMERICA

For further information please contact us: millingna@linsinger.com February 2021 // Railway Track & Structures 17

TRUCKS/HI-RAIL

HI-RISE Hi-rail sector ready for successful 2021 following pandemic slowdown

18 Railway Track & Structures // February 2021

offerings in the trucks/hi-rail segment, which can be seen below.

RailMark Trucks RailMark Trucks, a division of SkyMark Refuelers LLC, provides the railroad industry with the same standard of excellence that it has provided the aviation industry, and is headquartered in Kansas City, Kan. The company has invested heavily in advanced operating systems that allow the customer to access live production data as their truck is being built. The customer also has online access to the production schedule, bill of materials, serialized parts, and the technical information for their trucks.

Service after the sale is just as important as building the truck. The company’s service case management portal tracks all that

information, too.

RailMark has a highly skilled and experienced team.

The company’s engineers have combined the company’s aviation background with railroad knowledge to design the most sophisticated rail trucks in the industry, including a PLC-controlled remote drive system that gives the operator a full dashboard and diagnostics system at the operator’s station. RailMark also has designed and built locomotive fueling trucks with the same high-flow systems that it uses for fueling aircraft.

Producing over 600 trucks per year, RailMark is privately owned, and well capitalized, keeping a large inventory of stock trucks, while agile enough to build the most complex hi-rail trucks. rtands.com

Photo Credit: Gradall

T

he two-in-ones are proving to be both a survivor and an accelerant.

Like most in the rail industry, the hi-rail market was diagnosed with a troubled ending in 2020 due to the global pandemic. After a strong start to the year, sales and activity were tempered over the final six months. Many still say it was not a horrible time, but most agree that the market will endure and thrive in the coming months.

“Current market conditions, while shadowed by some with uncertainty, seem promising to us,” one vendor told RT&S. “Our backlog, as it has been year over year, is strong and we have continued to receive orders, meaning our customers are staying just as busy as we are.”

RT&S has put together a few of the

By Bill Wilson, Editor-in-Chief

TRUCKS/HI-RAIL

choices enable the operator to address and complete a variety of jobs very quickly.

Given the speed at which emergency repairs need to be addressed or the shorter track times typically available, this is a huge advantage for railroads and contractors.

Custom Truck Custom Truck has streamlined its Workhorse unit. The X2 Model, the latest iteration of the company’s prized railcar mover, can pull gondolas, railcars, or ballast carts.

Streamlined, the X2 reduces the cost of ownership and amplifies the performance of its predecessor. Custom Truck will be unveiling the second incarnation very soon, but here are benefits of the X2 current model:

Photo Credit: RailMark Trucks

• A hydraulically focused design reduces overall system shock, reducing the transmission wear typically found with railcar mover designs; • A Rotobec Elite 915 MT26 Telescopic Grapple Crane boasts an overall reach of 26 ft 4 in., a 4,650-lb lifting capacity, and a rotating railroad grapple; • Maxistab hydraulic out-and-down stabilizers ensure a safe environment for material handling; • In conjunction with a split-shaft gearbox and a pump drive, the Western Star 4900SB’s Cummins X15 565-hp engine powers on-rail hydraulics; • A single behind-cab, 195-gal diesel fuel tank consolidates the X1’s multiple fuel reservoirs into one and accommodates 35 Gradall Gradall Industries, Inc., has introduced two new railway Maintenance-of-Way machine models, featuring faster maximum travel speeds on tracks to complement their highway-speed travel advantages. Both equipped with Gradall’s new Rapid Drive advantage, the new models can be driven on rails from the upper-structure operator cab at speeds up to 40 mph in either direction.

These machines are built on highway-speed undercarriages, so when there’s an emergency repair need, the operator can drive a Gradall machine to a rail crossing at 60 mph from the carrier cab and then quickly load it on rails, lowering the diversified rail gear from either the carrier or upper operator cab.

Once it’s on track, the machine uses the carrier’s wheels for mobility, with an operator cab switch to select Rapid Drive, for travel speeds up to 40 mph, or the work mode, for repositioning speeds up to 5 mph. Those rtands.com

additional gallons; • A triple wall frame rail provides improved structural integrity; • A robust camera system provides visibility of the area behind the truck, rail wheels, and the train air coupler; • The train-air coupler and 120-gal air storage allow the X2 to power the pneumatic braking systems of train cars; and • A Bogie System, consisting of two hydrostatic drive units, with two axles per drive, allows for 90° rotation, clockwise or counterclockwise. Traction is maximized with an on-board automatic sanding system.

Custom Trucks is always working on developing new and innovative solutions to the obstacles that impede the progress of customer objectives. As evidenced by the pages of the company’s equipment catalog, Custom Truck offers the gamut of hi-rail trucks. Whether pickup, section, material, roto dump, or boom, Custom Truck has a solution for you. The company also offers many options beyond the rail segment. Trailers, vac trucks, straight dumps, mechanic trucks—if it is a vocational truck, there is a strong possibility Custom Truck offers it.

Danella Safety and quality are paramount concerns on and off the rails. As a premier supplier of equipment and vehicles, Danella works to ensure that when customers call, their needs are met. Working within the railroad and construction industry, Danella continues to

Producing over 600 trucks per year, RailMark is privately owned and well capitalized.

February 2021 // Railway Track & Structures 19

TRUCKS/HI-RAIL

offer timely service, high-quality equipment, reasonable rates, and the willingness to work with customers.

Danella offers a wide range of pieces available for short-term, long-term, or rent-tobuy options. From pickup trucks, bucket trucks, trailers, backhoes, front loaders, and more, Danella provides all the rental equipment needed for your business.

Servicing both the U.S. and Canada, Danella is ready to assist its railroad, transit authority, utility, and construction partners with their needs.

hi-rail trucks have the benefit of being driven on rail or on the highway between job locations, unlike standard rail-bound car movers.

The ability to move the railcars without a locomotive or rail-bound car mover will increase efficiency by getting the railcars to the right spot at the right time. These units come with customer-specified bed design to maximize utilization based on job requirements. These trucks come standard with a rear coupler, and an option to add a front coupler. The train air system is supplied with a hydraulic-driven VanAir compressor.

Omaha Track Equipment Omaha Track Equipment (OTE) is releasing a newly designed railcar mover grapple truck.

These trucks are tridem drive and designed to move up to six loaded or 12 empty railcars while also performing the duties of standard grapple trucks. The trucks are equipped with a Serco 8500 crane, which has a 22- to 26-ft reach capability, and a variety of grapple options to fit your specific needs.

Options for battery-powered or hydraulicdriven magnet systems also are available. These

Mitchell Light-duty truck tires for hi-rail vehicles under 10,000 lb are typically changed from 275 mm to as narrow as 225 mm that directly impacts the trucks stability and ride quality on the road. Mitchell Rail Gear has developed a high-strength aluminum truck wheel that accepts a 305-mm-wide tire that they market under the trade name of Road Rail.

The Mitchell Road Rail wheels position the 305-mm-wide tire so the inner portion of high ply tire will ride on the rail head and

RENTING QUALITY TRUCKS AND YELLOW IRON EQUIPMENT FOR OVER 40 YEARS. 20 Railway Track & Structures // February 2021

have enough tire width to achieve normal vehicle stability. Mitchell had its Road Rail wheels independently tested to meet SAE J2530. Additionally, the wheels were independently tested to meet FMVSS126 Electronic Stability Control standards.

A major challenge with hi-rail gear is always safety. It is a real concern when hi-rail vehicle operators have their hands or body within a moving set of hi-rail wheels. Mitchell’s 1515 Rail Gear for light-duty trucks offers electric up/down safety locks to keep hi-rail vehicle operators out of harms way with the locking mechanism clearly visible so the vehicle operator can clearly see the hi-rail gear is locked in place. Another challenge with hi-rail gear safety is noise emitted from hi-rail wheels on light-duty vehicles. Sounds at or below 70 dBA are generally considered safe. Any sound at or above 85 dBA is more likely to damage your hearing over time. Researchers have found that people who are exposed over long periods of time to noise levels at 85 dBA or higher are at a much greater risk for hearing loss. Mitchell’s composite rail wheels reduce rail head noise

RENTAL SYSTEMS, INC.

800.969.6200 DANELLA.COM/RENTALS

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TRUCKS/HI-RAIL

to levels far below the 70 dBA benchmark but still provides the long-wear characteristic of a hardened forges steel rail wheel.

Diversified Metal Fabricators The RW-1650GX is the newest design in the DMF excavator rail gear line. This gear has gone through a complete overhaul to support the more stressful work environments these excavators are facing.

The key upgrade to the RW-1650GX is the relocated slot geometry. Slotted links allow the rail wheels to remain in contact with the rails while going through crossings or on severe grade changes. The slots on RW-1650GX have been moved outbound and sit over the top of the rail. This allows for greatly improved stability while working over the side of the rail. It allows for larger tools to be used and more work to get done without having to reposition the machine.

The RW-1650GX is currently available on Gradall’s rail-ready package for the XL3330-V and XL4330-V model series. DMF will be expanding the offering to other wheeled excavator manufacturers in the near future.

Custom Truck’s X2 Model reduces the cost of ownership and amplifies the performance of its predecessor.

Landoll Landoll Corporation is pleased to announce the introduction of a new option for models 855 and 860 Construction Series detachable trailers. The drop-side trailer option features a 5-in. lowered track area and a raised center. This specialty option benefits end users that are hauling tall excavators,

cranes or vehicles that must obtain the very lowest deck height possible.

The outer track area is only 14.37 in. from the ground with a 6-in. ground clearance fully loaded. The track area is raised wood covered with 2-in. Apitong and 24 in. wide into the main frame. The outside measurement of the main frame is 54 in. wide.

RailMark Trucks.

Hitting the Mark.

RailMark Trucks designs and builds hi-rail and special purpose trucks for the railroad industry. Our team of designers and engineers have decades of experience in engineering, building and delivering industry-specific trucks for rail, septic, liquid waste, oil fields, refined fuels, and aviation customers.

Photo Credit: Custom Truck

Find out why we are your best choice for railway trucks.

LET’S TALK TRUCKS • 855.653.8100 • railmarktrucks.com rtands.com

February 2021 // Railway Track & Structures 21

WINTER MAINTENANCE

LOW TEMPERATURES MAKE FOR DIFFICULT TIMES

Railroad operations can be severely hampered by winter weather

22 Railway Track & Structures // February 2021

Spectrum Spectrum Industrial Heating is proud of its offering of durable, low-maintenance track switch snow-melting equipment offered since 1965. Their systems reliably operate in the most rugged and challenging winter conditions throughout the U.S. and Canada where 24/7 automatic snow and ice maintenance is a necessity, and failure is not an option.

Interestingly, the three months of harsh winter weather is not the major source of issues reported to Spectrum’s technicians.

They can often be traced to the nine months of the year that the equipment sits idle. Spectrum’s snow-melting systems are subject to damage from man, mouse, and machine.

Track maintenance equipment may accidently cut cables or damage track switch heating equipment. Attention should be given to checking that switch heater equipment is properly re-installed and inspected after track maintenance is complete. And we all know that little critters are drawn to the

safety of a warm enclosure filled with electrical wires.

Spectrum offers a pre-winter and postwinter checklist for proper maintenance of its products. These can be found on the company website, www.spectruminfrared.com. Also, the recently updated owner manuals for comprehensive instructions on proper operation of snow-melting equipment are available for download. Using these helpful checklists every year will help to eliminate some of the dreaded 2 a.m. visits out to the track.

Spectrum manufactures its SureStart Control Cabinets and RRSH Hot/Cold Air Blowers in Cleveland, Ohio. They each have the capacity to automatically power both flat jacket cal rods and crib heaters so that a high level of flexibility and customization can be achieved within any design specifications. Each unit can be controlled manually, via sensors or remote relay. All of Spectrum’s electrical snow-melting systems are designed with commercial off-the-shelf components, rtands.com

Photo Credit: Pettibone

W

inter weather can throw some of the worst working conditions at railroaders who must work outside.

The effort required to keep lines open and trains rolling seems endless.

Workers must be protected from wind and blowing snow or rain, and often bitterly cold temperatures. This outerwear also must provide excellent visibility in these conditions to ensure worker safety.

Keeping switches working during the winter is another challenge, and snow-detection capability is needed to have switch heating equipment start automatically, so manual intervention is not required. Plowing snow is another challenge in many areas of the country, and quick and effective track clearing is required.

For each February issue, RT&S reaches out to key vendors of winter-management equipment so our readers can learn about some of the latest product offerings. The following is our vendor profiles.

By David C. Lester, Managing Editor

WINTER MAINTENANCE

Photo Credit: Progress Rail

making sourcing replacement parts as easy as calling your local electrical supply house or calling Spectrum’s technicians directly.

Spectrum is ready for this winter season.

Flat jacket cal rods, crib heaters and junction boxes are always available for immediate shipping. Lead times on built-to-order control cabinets and hot-air blowers have been dramatically reduced with the additional investments of automation and employees in the production facility. This allows equipment to ship in days rather than weeks.

Thermon By request from the company’s freight customers, Thermon has developed a more powerful switch heater and improved snow detection to provide the most reliable automatic operation. Specifically, it has developed the 5-hp Hellfire gas-fired heater and implemented the new ArcticSense snow detector.

The 5-hp Hellfire configuration delivers significantly more air flow at higher velocities and is intended for locations with high wind and snowfall on high priority lines such as in the Midwest and harsh winter regions of Canada and the U.S. Thermon has used this past year as an opportunity to focus on and advance its R&D initiatives for both of these products.

In Fall 2019, after two years of monitoring and fine tuning, the company introduced its new ArcticSense snow detector with improved drifting snow detection. The Achilles heel of full automation is how reliably you can detect snow. There are many different detectors available on the market and all will detect fresh falling snow, but not under all conditions. The hardest to detect is drifting snow that travels 6 in. off the ground and slowly fills in the switch. The ArcticSense detector is specifically designed to alleviate these problems. Customers are encouraged to trial these units to evaluate first-hand the strong mechanical construction and snow-clearing performance.

In addition to Class 1 freight applications, Thermon has a comprehensive suite of thermal products designed for municipal transit lines and passenger stations. The company claims it is the only manufacturer that can cover the full breadth of heating products required for a municipal station including third-rail contact heating, electric hot-air blowers, platform heaters and overhead radiant heaters. Civil contractors enjoy the convenience of dealing with only one heating supplier to satisfy every heating rtands.com

requirement for their project and Thermon offers installation, commissioning and maintenance services if needed.

Pettibone The Pettibone Speed Swing 445F is a versatile machine designed for numerous rail service and Maintenance-of-Way applications. The Speed Swing can be equipped with a wide variety of attachments, including many specifically for winter maintenance on or around the rails.

In addition to buckets and adjustable V-plows for snow removal, Speed Swing operators can use a large track-cleaning bucket. This bucket is designed for travel right on the rails, with built-in notches that slide over each rail as the bucket travels forward to clear snow off the tracks.

Pettibone recently introduced a CreepDrive system from Poclain Hydraulics as an optional feature for the Speed Swing 445F. The CreepDrive is a hydrostatic driveline motor that allows the machine to run highflow hydraulic attachments while driving at a slower independent travel speed on or off the rails. Users can now run high-flow attachments such as snow blowers and sweeper brooms, which are commonly used for clearing snow off switches.

Because many Speed Swings are frequently operating in northern climates, Pettibone offers optional ProHeat and Espar diesel heating systems. Rather than idling a machine overnight to ensure it is warmed up and ready for a morning shift,

operators can program the system to start up at a specific time before work is scheduled to begin. This ensures the machine is ready to go—with the engine, hydraulics and even inside the cab all properly heated—without needlessly idling and burning costly fuel for several hours.

Another typical measure for winter preparedness is the use of cold-weather fluids, such as gear oil and hydraulic fluids that are less viscous to perform better in colder temperatures. By customer request, Speed Swings can be specified with a coldweather package at the factory. Otherwise, maintenance technicians should be sure to change fluids when servicing before winter.

Reflective Apparel Winter wear for railroaders requires hi-visibility ANSI-compliant safety gear that is rugged and comfortable. Waterproof, breathable outer layers continue to be the primary garments worn. Depending upon the geography, the insulation levels will vary for temperature control. The VEA Thinsulate Parka 433 is recommended for the most challenging environments (down to -20°F). With 200-gram Thinsulate, the fine microfibers trap warm-air molecules from the body’s radiant heat. Moisture such as sweat evaporates through the outer layer of 3M Thinsulate Insulation. Thinsulate offers 1½ times the warmth of down, and twice the warmth of other high-loft insulation materials. Breathable, waterproof final layers make physical labor in cold climates

Progress Rail’s Kershaw snow fighter clearing track after a heavy snowstorm.

February 2021 // Railway Track & Structures 23

WINTER MAINTENANCE

on the safety garments continue to be fairly evenly divided between the typical “H” pattern and the “X” pattern that some Canadian and U.S. railroads require. Both patterns meet the ANSI requirements—the choice is largely a historical safety department mandate of preference for their staff.

Reflective Apparel is bullish on the 2021 market. There was a lot of delay in the PPE market for the company’s kind of gear in 2020 ... people had to carve out for masks, respirators, etc. ... so they had depleted their normal PPE budget with those COVIDrelated necessities. Many are wearing some threadbare garments. And, of course, the new hires must receive these mandated items. RAF expects at least a 25 percent improvement over 2020.

more comfortable. Additional features such as detachable Thinsulate hoods, waterproof zippers, generous pockets and storm flaps make this parka a worthy winter favorite.

For more moderate climates, or for those looking for maximum f lexibility, similar parkas—VEA 431—with a simple mesh lining are a great choice. Double zippers and snaps allow for over a dozen systems gear liner selections based upon personal preference.

The inner liners also can be ANSIcompliant hi-visibility apparel, or can be a solid color such as black or navy. Sweatshirts with varying warmth factors, threeseason jackets, and bomber jackets are all equipped for systems wear. For true comfort, a full line of waterproof, breathable pants complete the system with removable down liners.

Railroaders come in all shapes and sizes, with needs for XS-8XL common in the industry. Tall product selections, petite product selections, and adjustability—all are vital for providing safety and comfort in a uniform manner. Reflective patterns

210008

Progress Rail Progress Rail recently developed and delivered the first of its new generation, highoutput Kershaw Snow Fighters. Powered by a 415-hp Cat C9.3B diesel engine, coupled to upgraded drive train components, the Snow Fighter includes a new power-shift

transmission and variable displacement traction pump and motor. The machine also incorporates all-new heavy-duty axles and is capable of transmitting 30 percent more tractive effort than previous models.

With longer and heavier trains passing over today’s infrastructure, railroads must rely on Maintenance-of-Way equipment more than ever to ensure track beds and the track itself remain in prime condition. Add to that the harshness of winter conditions, and proper maintenance becomes even more key.

Progress Rail delivers with quality Kershaw ballast maintenance and snowremoval equipment—cost-effective solutions to support crews year-round.

To maximize the return on investment for all Kershaw models, Progress Rail has an enhanced, customer-focused website where you can search for parts, build lists and view individual parts for accurate ordering. All related operational and maintenance manuals, parts manuals and service bulletins also are available for download.

Kershaw® Ballast Regulator shown with Snow Removal attachment.

Every day, one Kershaw

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We keep you rolling.

Contact our team to find out how.

24 Railway Track & Structures // February 2021

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@ Progress_Rail

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Message From The President

n the January Message from the President, I discussed the benefits of high-level boarding and the related safety and clearance considerations for mixed-use railroads. This month, I conclude by further exploring the experiences of the South Shore Line (SSL).

For its first modern high-level boarding platform, the SSL laid gauntlet tracks with the diverging track aligned for the boarding platform and the main track aligned for use by freight and express passenger trains. The pantograph security envelope and overhead contact system (OCS) were determinants in selecting the lateral offset of the gauntlet track. Electrified trains on either the gauntlet track or main track would operate under the same, singular OCS system to be centered midway between the two track centers which were offset by 28 ¼ in. Thus, the contact wire would ride on either the left or right side of the pantograph depending on the track being travelled. Number 10 turnouts were chosen under the assumption that allowable speeds over the switches would be in excess of the speed of trains arriving and departing the platform. Power-operated switch machines would be dual-control with a permanent hand-throw lever that could be quickly unlocked and thrown in the event of control failure.

The signal system design included vital processors at each end of the gauntlets to control the switch machines and signals and interface with the track circuits, dispatch office and several highway gradecrossing warning control systems in the vicinity of the station. The SSL uses route

26 Railway Track & Structures // February 2021

traffic control and fiber-optic communications on the SSL, similar platform arrangements have been built at East Chicago, Hegewisch and Dune Park stations. Plans are now in place to construct gauntlet tracks and high-level boarding facilities at Miller, Ogden Dunes and Michigan City as part of the Double Track NWI project commencing in 2021. These implementations will result in even shorter trip times throughout the system. Faster trip times equate to better service and increase the appeal of a train ride over other modes of transportation. However, the SSL track and signal design must now address new challenges to on-time performance in the age of Positive Train Control (PTC).

The conservative braking algorithms utilized in today’s PTC systems supersede the judgment of train engineers. These algorithms must necessarily account for worst-case braking conditions and environments even when circumstances are more favorable. Accordingly, passenger train engineers must act to avoid automatic PTC braking enforcement by slowing well in advance of lower-speed turnouts and the diverging aspects displayed at both the approach signals and the interlocking signals. Previously localized speed and time losses are now distributed over much greater distances under the constraints of PTC operations. This demands a new approach to segregating freight and commuter trains at boarding platforms.

SSL determined that it is now more efficient to have a passenger train proceed on a “Clear” indication and tangent route up to the platform while a freight train accepts a “Diverging” indication over turnouts that support freight speeds that are no less than maximum line or civil speed restrictions for

Left: Gauntlet tracks at Hegewisch Station. Right: All doors open at Dune Park Station. rtands.com

Photo Credit: Vic Babin

I

VICTOR R. BABIN AREMA President 2020-21

signaling: Aspects for Approach Diverging, Diverging Approach and Diverging Clear were provided and added to the Timetable Special Instructions. Rules were instituted requiring all freight trains receiving an indication for an inappropriate route to stop and contact the dispatcher for further instructions. To add further redundancy, push buttons were provided locally to allow conductors to place signals at stop, run time, release and change routes.

The safety benefits and time savings of high-level boarding were quickly realized and exceeded all expectations when the gauntlet tracks, signals, and platforms were commissioned in 1997. Before and after implementation, the operating times were measured from outside the limits of braking and acceleration for the station.

The net time saving was 3.5 to 4 minutes per train.

Today, freight trains and express trains are now safely distanced from the platforms. Passengers are confined to safe areas inaccessible to the track; slips, trips and near misses are avoided. Ramps compliant with the Americans with Disabilities Act facilitate wheelchair access to the platforms. Automatic train arrival announcements are generated in the dispatch office via route selection and track occupancy logic statements that preclude unintended arrival announcements for trains bypassing the platform. Prompted by these announcements, passengers are waiting in queues upon arrival of trains and the opening of all car doors. Riders have become attuned to swifter alighting and boarding.

After the successful implementation of high-level boarding at Hammond Station and modernized signaling, centralized

all trains at optimal speeds and restores braking decisions to the purview of the train engineer who controls the train based on conditions of the moment rather than worst-case algorithms. In this way, on-time performance is maintained for passenger service without negatively affecting freight performance. This newer concept will be applied at future high-level boarding platforms and will be a retrofit to existing passenger stations.

Readers are encouraged to learn more about mixed-use railroad issues in the Shared Corridor Planning Webinar on the AREMA Learning Management System that will debut later this year.

PROFESSIONAL DEVELOPMENT AREMA is focused on your education and helping yo u a d va n ce i n th e ra ilwa y industr y. AREMA’s convenient webinars provide Professional Development Hours (PDH) to serve your educational needs.

HBD-101 Introduction to Defect Detector Systems Webinar Date: Wednesday, Feb. 17 Time: 2-3:15 p.m. ET PDH: 1.25

Welded Wire Reinforcement Webinar Date: Thursday, Feb. 25 Time: 2-3 p.m. ET PDH: 1

Contracts Management Webinar Date: Tuesday, March 16 Time: 2-3 p.m. ET PDH: 1 For more information on our educational programs and to register, please visit www.arema. org.

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Getting to know Committee 18 Chair Tegtmeier home life needs as well as having a rewarding career as a civil engineer.

How did you get involved in AREMA and your committee?

DANIEL TEGTMEIER, P.E. Project Engineer Iowa Northern Railway Company Why did you decide to choose a career in railway engineering?

It was not so much a choice as it was a direction it took. As an engineering consultant I was not home until late in the evening and my children were beginning to engage in extracurricular sporting activities. I was missing out. I started to look for a career where I might not have to work the long hours as much. A local short line railroad had an ad in the newspaper for a staff engineer. I applied, interviewed, and was offered the job.

How did you get started?

As a senior in high school, I enlisted in the Navy after my 18th birthday and went on active duty after graduation. My Navy rating was a Builder (carpenter) with most of my skill set as a concrete finisher and laying masonry block. After five years active duty I worked highway bridge construction for about another five years.

At this time, I also got married. A few months after my wedding, I came home from work and my wife told me she did not marry a part-time husband as I was out of town most of the work week and that I need to find another career. I looked into using my GI benefits, and at age 28 I decided to attend college. After graduation with degrees in Civil and Environmental Engineering from the University of Iowa College of Engineering, I worked at the county secondary road department as the assistant engineer and then in private practice. As I mentioned before, I looked for other employment to best meet my

Shortly after beginning work with the Iowa Northern Railway Co., the assistant general manager got involved with AREMA through Gray Chandler. Mr. Chandler was visiting our rail line and is a very active member with AREMA. He suggested to him to join AREMA. Mr. Chandler believed in principles of AREMA and the benefits it offers. The assistant general manager took the advice and joined and he agreed with Mr. Chandler. My boss enjoyed AREMA and being in Committee 18. He believed it would be a benefit if I got involved, as I was the only civil engineer in the company. I joined and immediately requested to be in Committee 18 and was accepted. Mr. Chandler was correct in AREMA providing multiple benefits, and I have very much enjoyed being an active member of AREMA and Committee 18.

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

My wife and I play as much golf as we can squeeze in and we bowl. These are activities we can do together and hopefully continue when we ever decide to retire. We also enjoy watching our two children with their careers and activities.

Tell us about your family.

My wife is a displaced chemist as she works for the local school district’s transportation department. She holds degrees in biology, general science and chemistry and prior to her current job she was a hazardous waste chemist for the University of Iowa. She loves working with children, and her school routes are with children with disabilities.

We have a daughter and a son. Our daughter is an athletic trainer for high school and college teams here in Iowa and is working on her Ph.D. in Kinesiology. Our son is the head bowling coach at a small college in Illinois and bowls professionally on the PBA circuit and is working at a local bank. We make every attempt to attend their competitions and cheer them or their teams on.

February 2021 // Railway Track & Structures 27

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

I mentioned earlier that I was on active duty for five years in the Navy. During those five years I was never stationed onboard a ship or even step foot on a ship, and yet I traveled around the world. I made deployments to Puerto Rico, Diego Garcia BIOT, Guam, and Sicily as each stay was for at least nine months. I flew to every destination as I was attached to the Mobile Construction Battalion. As a Navy Seabee, I trained with the Marines and Seals.

What is your biggest achievement?

This may not be an achievement but I put this near the top of my career accolades.

Shortly after coming to the Iowa Northern Railway Co. we received federal funding for a crosstie replacement project. It was rare for a short line to receive such federal funding. I was in charge of the project from start to finish, project inspections as well and working with the state DOT

“

YOU CAN’T HAVE ENOUGH ON-THE-JOB TRAINING, AND EMPLOYERS LOOK FOR CANDIDATES WITH INITIATIVE.

and federal personnel. Upon completion of the project, the FHWA, FRA and state DOT personnel came to audit the books and records three times as was required with particular funding. After the second audit the FHWA and FRA auditors were impressed enough with my record keeping and inspection logs that they made note that my system should be used as a guide to others accepting this type of funding going forward. To my knowledge it is still the recommended standard.

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

Take advantage of internship and coop programs. You can’t have enough on-the-job training, and employers look for candidates with initiative.

Maybe just as important, do not be afraid to take on jobs outside the engineering disciplines. You may f ind these experiences to be of great use. With my past construction experience, it is very easy for me to communicate and work with construction contractors with regard to site grading and bridge construction as well as utility providers and contractors. It also provided foresight to what the construction side of projects entail. Early in my career, I had contractors attempt to deceive or not quite do what was required. My previous experience working highway construction provided the knowledge of what’s required and I was able to block those attempts.

UPCOMING COMMITTEE MEETINGS 2021 MEETINGS FEB. 18 Committee 16 - Economics of Railway Engineering & Operations Virtual Meeting

MAY 18-19 Committee 15 - Steel Structures Pueblo, Colo.

MARCH 18 Committee 16 - Economics of Railway Engineering & Operations Virtual Meeting

JUNE 3-4 Committee 8 - Concrete Structures and Foundations Virtual Meeting

SEPT. 14-15 Committee 15 - Steel Structures Virtual Meeting

2022 MEETINGS FEB. 8-9

MAY 19-20

SEPT. 29-30

Committee 15 - Steel Structures Fort Worth, Texas

Committee 15 - Steel Structures Chicago, Ill.

Committee 15 - Steel Structures Virtual Meeting

Join a Technical Committee Joining a Technical Committee is the starting point for involvement in the association and an opportunity for lifelong growth in the industry. AREMA has 29 Technical Committees covering a broad spectrum of railway engineering specialties. Build your network of contacts, sharpen your leadership skills, learn from other members and maximize your membership investment. If you’re interested in joining a technical committee or sitting in on a meeting, please contact Alayne Bell at abell@arema.org.

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

28 Railway Track & Structures // February 2021

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FYI

O r d e r t h e 2 02 1 C o m m u n i c a t i o n s & Signals Manual now. With over 50 new, revised, reaffirmed or extended Manual Parts, it’s the perfect time to get the 2021 Manual. Order online now at www. arema.org or contact us at info@arema. org for more details.

Do you want to generate leads, promote a product and reach a target audience? Sign up for sponsorship at the AREMA 2021 Annual Conference in conjunction with Railway Interchange.

Please visit www.arema.org or contact lmcnicholas@arema.org for more information on sponsorship investment opportunities.

Did you miss the AREMA 2020 Virtual Conference & Expo? The platform will be open through Sept. 15, 2021, for you to network, learn, and earn PDH while on the go. Purchase now at www.arema. org.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and e d u c a t i o n n e e d e d f o r l o n g -t e r m success. Visit www.arema.org/careers to post your job today.

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Updated January 11, 2021.

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NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG

AREMA members, if you have not already done so, be sure to renew your

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J o i n n ow to g et exc l u s i ve ra te s o n p ro d u c t s a n d e d u c a ti o n a l c o u r s e s , co m m it te e o p p o r tu n ities, a cces s to the directories, subscriptions to your favorite magazine and much more.

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated January 11, 2021.

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ITALY, ITALIAN-SPEAKING SWITZERLAND DR. FABIO POTESTA Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it JAPAN KATSUHIRO ISHII Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT JENNIFER IZZO 800 Connecticut Avenue Norwalk, CT 06854 (203) 604-1744 Fax: (203) 857-0296 jizzo@mediapeople.com

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

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February 2021 // Railway Track & Structures 31

LAST STOP

Thinking about coal The decline of a commodity that is almost synonymous with railroading

By David C. Lester, Managing Editor

David C. Lester

“

MANY COMMUNITIES DEPENDENT ON COAL MINING CAN NO LONGER SUPPORT THE LOCAL ECONOMY, FORCING MANY PEOPLE TO MOVE OUT OR FALL INTO POVERTY.

32 Railway Track & Structures // February 2021

traffic. One was the former Norfolk & Western, now part of Norfolk Southern. Rail leaders built the N&W to haul coal to power plants and other industries and to ports in its territory for export. There were few, if any, railroads in American history more closely associated with coal than the N&W. Indeed, N&W was so supportive of the industry it was among the last to convert from steam to diesel power. And, it built some of the most modern and powerful steam locomotives in the road’s shops in Roanoke, Va. One model worked almost exclusively in coal service.

Coal and coal trains will be with us for a while. Yet, as we lament the demise of coal from a financial and employment standpoint, we won’t forget that the relationship between coal and railroads is a vital aspect of American life’s history. If you have any questions about that, flip through one of O. Winston Link’s excellent books documenting the last days of steam on the N&W. Preservation of that history is vitally important for future generations to understand how the technological sophistication they enjoy got its start.

A concrete coaling tower, built for Norfolk & Western, still stands at Bluefield Yard in West Virginia. rtands.com

Photo Credit: David C. Lester

T

he precipitous decline of coal demand has engendered a wide array of impacts and emotions over the past decade. Many communities dependent on coal mining can no longer support the local economy, forcing many people to move out or fall into poverty.

Respiratory ailments are prevalent among those who spent their careers in the mines, and many of them are fatal. And, of course, North American railroads have taken a massive hit in both revenue and traffic, with rail coal volume dropping nearly 50 percent from 2008 to 2019, according to the Association of American Railroads.

Even the use of low-sulfur coal mined in the Powder River Basin (PRB), once thought to be a significant shot in the arm for the railroad coal business, is seeing reduced demand. Bituminous coal mined in Appalachia has approximately 1.5 lb of sulfur per million British Thermal Units (MMBtu), while PRB coal has roughly 0.5 MMBtu. One reason for the drop in coal demand is electric generation plants’ replacement of coal with natural gas, which is cheaper and produces very low emissions. The price of natural gas has dropped due to the massive reserves uncovered by hydraulic fracking.

Concerns about environmental cleanliness and global warming also have significantly reduced coal demand. Most will agree that cheaper alternatives to and the environmental impact of coal are good reasons to phase it out.

However, there is a certain romanticism around the history of railroads and coal that we’ll miss but will forever live in our history books. One of the railroads’ earliest uses of coal was to power steam locomotives, which left an indelible imprint of its sights and sounds on the national psyche that exists even today. Coal powered the industrial revolution. The mining and logistics operations surrounding coal are fascinating to watch, whether it’s a short line delivering a few coal cars to a well-worn industrial siding or modern unit coal trains of 100 loaded uniformly built cars pulled by big power out of the PRB. Rail pioneers built several railroads primarily to tap the great potential of coal

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