RTS July 2021

2021 WOMEN IN RAILWAY ENGINEERING

IN CHARGE

OF EVERYTHING More women taking on lead roles in Maintenance-of-Way sector

ALSO: ANACOSTIA’S GULF COAST SWITCHING FASTENERS SPECIAL TRACKWORK

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CONTENTS

July 2021

22 COLUMNS

3

On Track The safe bet? It’s not $1T

4

NRC Column Why railroad contracting is more like hockey than golf

40

‘Alarmed and appalled’ Track inspectors and supervisors at NYC Transit have endangered public safety

DEPARTMENTS

5

TTCI R&D Field investigation of broken spikes on elastic fastener tie plates: revenue service

35

AREMA News Message from the President, Getting to know, and more

38 39 39

Classifieds Advertiser Index Sales Representatives

On the Cover Canadian Pacific’s Jennifer Benedict is one of 10 women on RT&S’s 2021 Women in Railroad Engineering list.

For story, see p 8 Photo courtesy of Canadian Pacific

Follow Us On Social Media @RTSMag

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FEATURES

8

Tied to success Women in the railroad engineering industry take the lead and solve problems

22

Little railroad, big challenge How a Class 1 yard maintained by a short line got out of the gumbo

26

Anchoring the rails A stable rail anchoring system keeps the railroad together

32

Slip and rise First-ever double slip switch is used on the East Side Access project

July 2021 // Railway Track & Structures 1

ON TRACK

The safe bet? It’s not $1T VOL. 115, NO. 6 NO. 7 PrintVOL. ISSN 117, # 0033-9016, Print ISSN ## 0033-9016, Digital ISSN 2160-2514 Digital ISSN # 2160-2514 EDITORIAL OFFICES EDITORIAL OFFICE 20 South Clark Street, Suite 1910 3680 Heathmoor Drive Chicago, Ill. 60603 Elgin, (312) IL 60124 Telephone 683-0130 Telephone 336-1148 Fax (312)(630) 683-0131 Website www.rtands.com BILL WILSON Editor-in-Chief wwilson@sbpub.com DAVID LESTER KYRAC. SENESE Managing Editor dlester@sbpub.com ksenese@sbpub.com CORPORATE OFFICES BOB TUZIK 88 Pine Street, 23rd Floor, Consulting Editor New York, NY 10005 btuzik@sbpub.com Telephone (212) 620-7200 CORPORATE OFFICES Fax (212) 633-1165 55 Broad St 26th Fl. ARTHUR J. MCGINNIS, New York, N.Y. 10004JR. President and Telephone (212)Chairman 620-7200 Fax (212) 633-1165 JONATHAN CHALON ARTHUR Publisher J. MCGINNIS, JR. President and Chairman MARY CONYERS Production CHALON Director JONATHAN Publisher NICOLE D’ANTONA Art Director MARY CONYERS Production Director HILLARY COLEMAN GraphicD’ANTONA Designer NICOLE Art Director MAUREEN COONEY Circulation Director ALEZA LEINWAND Graphic Designer MICHELLE ZOLKOS Conference Director MAUREEN COONEY Circulation Director CUSTOMER SERVICE: 800-895-4389 Reprints: PARS International MICHELLE ZOLKOS Corp.

253 West 35th Street 7th Floor Conference Director New York, NY 10001 CUSTOMER SERVICE: 800-895-4389 212-221-9595; fax 212-221-9195 Reprints: PARS International Corp. curt.ciesinski@parsintl.com 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

I

was having dinner with my best friend when I realized I have never seen what was inside of his safe.

Rick Andrews (names have been changed to protect the innocent) is a finance manager and basically looks over three car dealerships. Apparently he gets a piece of the action every time oil is changed or a new/used car changes ownership. His Dad owns this network, if that makes any difference, but it does sound like it is all legit.

So I’m laboring through my second beer when he tells me the fruits of his labor ... or should I say situation?

“I have $500,000 cash in a safe at home that I don’t know what to do with,” he said. “I’m afraid to take it to the bank. I mean, it’s too much money.”

I’m paraphrasing some of what he said, because as soon as he said $500,000 cash my mind was jammed on the image of what all that money would look like, and if I would ever be able to set my eyes on those stacks that share a dark, small room with no chance of escaping.

I have never seen $500,000 cash within my arm’s reach, just like I have never seen $1 trillion in federal government money pipelined into infrastructure over a four- or five-year period.

President Joe Biden wanted to be the first to sign a T-bill. His infrastructure proposal was first marked at $2 trillion.

I have been reporting on the infrastructure business for over 20 years and I have never witnessed a multiyear bill reaching $400 billion. As of June 24 the talk was about a plan worth $1.22 trillion, but the bill is tied to another not favored by the GOP. With the Democrats holding control in the House and a tie in the Senate, and an infrastructure bill historically partisan proof, one would think President Biden should warm up his signing pen. However, this is where politicians change what should be a walk in the park into a panic run through the deep,

dark woods.

At press time, the House was debating a $547 billion infrastructure bill, while the Senate was putting together something under that amount. That is a lot of Bs with not a single T. Some of the components look attractive. It looks like both versions will have an area dedicated to high-speed rail funding, and that private investors will be eligible for federal money. If the Biden administration wants the faster mode of transportation to take off in this country, it will need to put some money behind it. The House bill also commits $78 billion to public transit, which even though there have been COVID-19 stimulus bills, there is still the need for a financial crutch in the area that diligently serves the middle class.

Sound Transit will take any federal dollar it can get. The agency, facing a multibilliondollar funding gap, will most likely push back the deadlines of several light-rail projects in the hopes that material prices stabilize and more money becomes available.

Listen, this country is in desperate need of cold, hard cash for light-rail transit projects, so any amount is a good amount.

However, I still want to see that trilliondollar mark for the first time in American history. The chances of that happening in the near future are about as strong as me finding a way to teleport my friend’s safe to my basement without him knowing, and then cracking the combination. Maybe I should ponder this over a beer or two.

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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July 2021 // Railway Track & Structures 3

NRC CHAIRMAN’S COLUMN

Why railroad contracting is more like hockey than golf

T JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC)

The National Railroad Construction & Maintenance Association, Inc. 410 1st Street, S.E. Suite 200 Washington D. C. 20003 Tel: 202-715-2920 Fax: 202-318-0867 www.nrcma.org info@nrcma.org 4 Railway Track & Structures // July 2021

his is my favorite time of year.

Golfers are out in full swing.

Hockey teams are in hot pursuit of the Stanley Cup. And railroad contractors are working at maximum capacity.

It’s a close call about which one of these passions I love the most, but there’s no doubt that hockey is a lot more like railroad contracting than golf.

Preparing for a game at the rink is, in many ways, similar to planning for a railroad construction project.

Safety always comes first. You can’t go out on the ice without all the right equipment and with skates sharp and sticks fine-tuned. It’s the same on the railroad.

Don’t even think about entering the rightof-way without all the proper personal protective equipment (PPE), tools, and equipment to do the job at hand. And they must all meet current specs and be in good working order, too.

Then there’s the question about who’s in charge. In hockey, the chain of command starts with the coach, but also includes assistant coaches, the captain, and assistant captains. On construction projects, the superintendents call the shots, but you better believe they get their authority from the railroad or property owner.

The employee-in-charge and foreman fall in behind. This hierarchy is essential to ensure everyone knows their role, avoids injury, and does not get at cross purposes.

Before the game begins the coach makes sure the team knows the game plan. That includes contingency plans depending on how the game progresses. Teams are ready to gain an edge through strategic line changes and by capitalizing on power plays.

The same is true with railroading.

Every day begins with a daily job briefing, but adjustments occur as conditions change. Workers stay alert and know how to make an assist when necessary. Similar to crossing the blue line too early in hockey, railroad workers know they must stay out of the red zone. It does no one any good to be shorthanded due to a thoughtless mistake.

There are times out on the track when

you figuratively have to pull the goalie and go into all offense to complete the job before the game clock expires. In those instances, it’s always an asset to have two-way players who have the versatility and talent to do what’s required to get the job done.

As in hockey, sometimes things just go your way on a job. You hit a stretch of track and operators take off on a breakaway. It’s the same euphoric feeling as scoring a hat trick. There’s no stopping crews focused on hitting their target.

Although they aren’t executing a dramatic slapshot, these crews have all the right moves to score.

One thing is for sure, there are no one-man shows in hockey or in railroading. Sure, Gretzky will always be the Great One, but hoisting the Stanley Cup or job successes only come when you assemble a well-trained, balanced team that is ready for action.

I’ve hit thousands of holes-in-one and walked down the 18th fairway in Augusta to the cheers of adoring fans—only in my dreams.

But I’ve actually been part of best-onbest railroad construction crews. Just like championship hockey teams, these elite groups are known not necessarily by their beards, but by their training, experience, execution, and dedication to their goal.

I couldn’t be any prouder of the amazing job being done by railroad workers on crews all across North America this summer.

JIM HANSEN Chairman, National Railroad Construction and Maintenance Association (NRC)

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TTCI R&D

Field Investigation of Broken Cut Spikes on Elastic Fastener Tie Plates: Revenue Service Developing instrumented spikes and conducting comprehensive field testing Yin Gao, Senior Engineer, TTCI Mike McHenry (formerly TTCI)

Figure 1. Instrumented spikes and instrumented locations of strain gages.

T

TCI and an eastern railroad conducted comprehensive field testing to investigate the occurrence of broken spikes in revenue service. The testing location was an 8.4° curve with a 2% grade on a Class 1 railroad. This study included the use of instrumented spikes to understand the failure mechanism of both broken cut spikes and broken screw/drive spikes on elastic fastening systems.

As speed and axle loads have increased in revenue service, wood tie elastic fastening systems have gained in popularity—especially in steep-grade and high-degree curves on North American heavy-haul railroads. Elastic fastening systems attach the rail to base tie plates using elastic clips. Field observations in the U.S., however, have noted both broken cut spikes and broken screw/drive spikes on this type of fastening system.1-5 To further understand the root-cause mechanisms involved, TTCI developed instrumented spikes and conducted comprehensive field testing in revenue service.

Results from these investigations showed that the load carried by spikes was higher than the fatigue limit and, in some cases, higher than the yield strength of the spike material leading to permanent, plastic deformation in the spikes.

Instrumented spikes To investigate the in-track loading environment of spikes, TTCI developed a version of instrumented spikes that can measure the spike bending in both lateral and longitudinal directions in revenue service. Two locations of rtands.com

the spike shank were instrumented to capture behavioral differences between a rail spike and an anchor spike due to the varying thickness of a tie plate at different spike locations as shown in Figure 1.

Test description TTCI conducted the test on an eastern Class 1 railroad at a location on an 8.4° curve with a 2% grade. The main tracks of this curve were outfitted with the instrumented (straingaged) spikes. Downhill traffic with loaded railcars ran mostly on the non-anchored main, and uphill traffic with empty railcars ran mostly on the other main, high-rail anchored track. The test site had a variety of trains including intermodal, coal, and grain.

Since most broken spikes have historically been observed on the high rail of curves, the instrumented spikes were installed on the high rails. Figure 2 shows the spiking pattern on each tie plate with the spike locations on

(a)

the tie plates identified by side (field F or gage G) and spike (anchor A or rail R). For example, AF stands for anchor spikes on the field side. The existing spikes were pulled out and replaced with instrumented spikes without wood plugs. In addition, rail circuits to measure the vertical and lateral wheel-rail forces and a thermocouple to measure the rail temperature were installed at each instrumented location (see Figure 2).

Test results Spike loading environment Bending strain values were measured to quantify the loading environment of a spike.

A bending strain exceeding 0.002 indicates that steel material has experienced plastic deformation. Figure 3 shows two examples of the bending strain data collected. The bending strains in both directions had spikes that exceeded the yield strength of the spike.

Moreover, the bending strain in the spike did

(b) Figure 3. Examples of bending strains in the spikes: (a) longitudinal direction; (b) lateral direction.

July 2021 // Railway Track & Structures 5

TTCI R&D

side (AF) and anchor spike on the gage side (AG), experienced little change in bending strain. These results show that the spikeloading environment can be shifted among the spikes in the tie plate, particularly after one or more spikes break.

This test aimed to investigate if the spikeloading environment could be shifted among the spikes on a single-tie plate. The removed spike could be considered as the spike that broke first on that tie plate. Thereafter, the forces that were taken by the broken spike may be transferred to other spikes on that tie plate, which could cause a bending strain higher than the yield strength of spike material (>0.002).

Figure 2. Instrumentation layout and spiking pattern on each tie plate.

not come back to zero after a train had passed, indicating that the steel material had deformed permanently and that residual bending strain existed in spikes without any direct train loads over them. The permanent strains in the instrumented spikes observed were approximately 0.0005 and 0.0008, respectively, as shown in Figure 3(a) and (b).

Low rail vs. high rail The spike-loading environment on a high rail and on a low rail also was investigated. In general, the bending strains on the low rail were much lower than the bending strains on the high rail. The bending strains were below the fatigue limit strain, which helps explain why most broken spikes are found on high rails. These findings also may suggest that the loading environment for low rails was not

severe enough to generate broken spikes, which may help indicate where the fatigue limit is for a cut spike.

Spiking pattern change One test parameter used was the reduction of the number of spikes on a single tie plate to see if there was a change in the spike-loading environment. A tie plate on the high rail was selected to perform this test. The bending strain data of one train pass was collected with all four instrumented spikes installed.

After that train pass, the rail spike on the gage side (RG) was removed and another train pass was measured. As Figure 4 shows, this resulted in the rail spike on the field side (RF) carrying a significantly higher load (strain increased sevenfold from 0.0003 to 0.002) while the other two spikes, anchor spike on the field

Conclusion Findings from this field investigation are as follows: • The bending strain shows that the loading environment on the spikes exceeded the yield strength of the spike material in both lateral and longitudinal directions (strain >0.002); • Spikes had a more severe loading environment on the high rail than on the low rail; and • Removing spikes on the same tie plate could result in a loading environment change for the other spikes on that tie plate.

Acknowledgement This research is funded collaboratively by the Federal Railroad Administration and the Association of American Railroads’ Strategic Research Initiative program on tie and fastener systems.

References 1. Kerchof, B. 2017. “A Derailment Investigation and Broken Spikes.” June

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LASER FROG REPAIR hollandco.com #HollandLP 6 Railway Track & Structures // July 2021

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TTCI R&D

Figure 4. Comparison of spike-loading environment (longitudinal direction) after removal of one spike on the tie plate on the high rail.

5-8, 2017. Presentation at the 2017 Wheel Rail Interaction Conference.

Montreal, Canada.

2. Federal Railroad Administration.

2019. “Timber Crosstie Spike Fastener Failure Investigation [RR 19–14].” U.S. Department of Transportation.

Washington, D.C.

rtands.com

3. Gao, Y. and M. McHenry. 2019.

“Modeling and Field Investigation of Spike Breakage on Elastic Fastener Tie Plates.” 2019 International Heavy Haul Association Conference. June 12–14, 2019. Narvik, Norway.

4. Gao, Y., M. McHenry, M. Brice, and J. Baillargeon. 2020. “Field Investigation

of Spike Breakage Using Instrumented Spikes.” The American Railway Engineering and Maintenance-of-Way Association Annual Conference. Sept.

13-15, 2020. Virtual Conference.

5. Bowman, R. 2002. “Reduce Spike Breakage.” Norfolk Southern Railway, Norfolk, Va.

July 2021 // Railway Track & Structures 7

2021 WOMEN IN RAILROAD ENGINEERING

Women in the railroad engineering industry take the lead and solve the problems

TIED TO

By Bill Wilson, Editor-in-Chief

T

SUCCESS

he stereotype did not stand a chance against the countless layers of rope and multiple knots, and the runaway train never stopped.

Years ago, women wiped out the image of the damsel in distress on the railroad tracks, and today more than ever they are the ones whooshing in and solving the most complex problems with plenty of time to spare.

8 Railway Track & Structures // July 2021

They are the solution providers, the ones who are the preferred call to action, and the heroes.

For the first time in its publication history, Railway Track & Structures magazine is honoring some of the greatest minds and talent in the industry with the 2021 Women in Railway Engineering list.

The following are 10 women who are making a great difference, and getting companies out of the tightest of jams. rtands.com

BNSF proudly congratulates

KASIE HOLLE

for being recognized as a Railway Track & Structures Women in Railroad Engineering award recipient.

BNSF.com/Careers

2021 WOMEN IN RAILROAD ENGINEERING

KAREN KUIVINEN Manager, Right of Way, Real Estate and Contracts Florida Central Railroad

RUTH BROWN Chief Engineer, Bridges & Structures Norfolk Southern Corporation

What the nominator said: Karen is a leader in safety.

She drives our efforts in third-party safety in the areas of coordinating railroad f lagmen for work projects within the right-of-way, anti-trespassing and communication with local law enforcement, and communication of right-of-way activities to our operating departments. Karen oversees track and signal contractors for capital- and public-private-funded projects. She works directly with the Florida Department of Transportation’s Rail Office on highway projects within the right-of-way and safety improvements such as crossing surfaces, dynamic envelope roadway markings, and crossing signal upgrades. She regularly makes on-site inspections of right-of-way projects to ensure compliance with our safety rules/policies. Karen’s role was key in our Florida railroad team achieving zero FRA reportable injuries during 2019. Florida Central Railroad was awarded the ASLRRA President’s Safety Award in 2019.

One significant challenge in the right-of-way management role is the call and email volume received on a daily basis related to utilities, local government/counties/cities and private organizations, or individuals inquiring about their needs to enter the railroad right-of-way.

Our short line network starts in downtown Orlando and stretches throughout central Florida. Karen has leveraged technology to improve turnout time on these requests, such as using online submission of right-of-entry permits and use of MS SharePoint and Teams to allow multiple in-house managers and departments to review and sign off on agreements, projects, and contracts.

What the nominator said: She is the first female chief engineer at Norfolk Southern; actually probably the first female of many of the roles she has held within the engineering department at Norfolk Southern, paving the way for many more. Ruth has held AREMA co-chair, chair, and secretary positions, and more than once she has been accepted to present at the annual AREMA conference on projects she has worked on. She served as co-chair and chair of WiNS, an empowerment and leadership development group for women at Norfolk Southern.

Ruth has been the face of women in engineering at Norfolk Southern for many years. In an industry that is male-dominated (for now), Ruth has set high standards and has become the mentor to many women at our company, including myself. This award would be a celebration of that achievement and recognition for all of the hard work that Ruth has put forth in the 13 years she has worked here.

I have worked for her directly for four of the seven years I have been with the company and she has always shared experiences with me in hopes that my next step will be even better and more informed than my last.

Ruth is a leader who leads with the intention of inspiring others to the level she has achieved, keeping nothing to herself and sharing every opportunity she can. I am always in awe of how much she manages to fit within a single day, and yet still finds time to help myself and my direct reports with any issues.

Ruth believes that people are the No. 1 asset and this is ref lected in her management style. It is also appreciated by those who work for and with her.

CONGRATULATIONS TO LAUREN SCHROEDTER, P.E. Hanson Professional Services is proud to celebrate Lauren Schroedter on being selected as one of RT&S’ inaugural Women in Railroad Engineering. We also congratulate the other recipients of this award and applaud the achievements of all women in engineering.

OFFICES NATIONWIDE H A N S O N - I N C .C O M

10 Railway Track & Structures // July 2021

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Congratulations to our very own Paula C. Pienton!

The CN family congratulates Paula C. Pienton, Chief Engineer, Bridges & Structures, for being named RT&S Top 10 Women in Engineering.

RailwayAge_PaulaPienton.indd 1

2021/06/22 16:47:09

2021 WOMEN IN RAILROAD ENGINEERING

LOUISA STANLAKE Consumables Technology Manager L.B. Foster Co. What the nominator said: Louisa joined L.B. Foster Company in 2010 as a research chemist. Her area of responsibilities gradually broadened over the years. She is currently the Consumables Technology Manager at L.B. Foster, managing and leading a development team of highly trained and capable chemists.

NUMEROUS GREASES AND FRICTION MODIFIERS FOR WHEEL/ RAIL FRICTION WERE DEVELOPED UNDER LOUISA’S LEADERSHIP.

12 Railway Track & Structures // July 2021

Numerous greases and friction modifiers for wheel/rail friction management in freight and transit railroads were developed under Louisa’s leadership. Those products are being used today not only by major railroads in North America, but also by many others across the globe. Her development work has pushed the envelope for reducing rail and wheel maintenance costs by helping railroads optimally manage friction levels between rails and wheels.

Besides her success as a professional, she stands out as an excellent role model for younger girls, encouraging them to pursue STEM careers. Louisa is a mentor/speaker for YELL Canada and a mentor for Technovation Challenge. YELL Canada provides curriculum for Grade 12 where students explore entrepreneurship and develop entrepreneurial thinking. Louisa is a speaker for YELL in the classroom where she discusses her experiences throughout her career. Within the curriculum, the students are required to develop and validate a business idea.

JENNIFER BENEDICT Assistant Director, Public Works Canadian Pacific What the nominator said: Jennifer is a professional engineer with over 12 years of experience in private- and public-sector engineering, project management, and construction management.

She has extensive experience in large-scale portfolios and projects.

Jennifer has been with CP for seven years and currently oversees a team of crossing inspectors, public works managers, and project managers in support of third-party government projects that interface with the railway. Her projects include bridge construction, replacements, rehabilitation, road widening, and other crossing upgrades across eastern Canada and part of western Canada. She manages portfolios of over 200 projects of varying scope and sizes and is responsible for assigning appropriate resources, allocating budgets, providing design reviews, preparing reports and engaging the right stakeholders. Jennifer has played a key role at CP in developing standards for how third-party projects are managed and how to effectively work with local road authorities to complete projects in an efficient and timely manner. The processes she has developed have significantly helped the road authorities work with CP. She has also developed training programs and job aids to effectively roll out new processes and standards.

Rail-carrying bridge projects are challenging given their complexities. The combination of Jennifer’s leadership skills and the solid processes she has created enable her to manage multiple complex projects. Most of the work she leads is with live operations (working around train traffic, public roads, etc.) and she consistently ensures there is little to no impact on trains or public roadway operations.

Jennifer tenaciously takes any challenge that comes her way.

Currently, Jennifer is responsible for over 60 bridge projects at various stages of design and construction. These include major grade separations with temporary track diversions, replacement or restoration of rail-carrying structures as well as road overpass construction and rehabilitation. Jennifer is also responsible for overseeing CP’s rtands.com

2021 WOMEN IN RAILROAD ENGINEERING

Crossing Compliance program, which involves review and management of over 7,000 grade crossings across Canada.

ANN WATERS Director, Engineering Planning & Support Genesee & Wyoming’s Railroad Engineering Services What the nominator said: Ann’s talent for project management, data analytics and continuous improvement is helping G&W railroads become safer and operate more efficiently and cost-effectively. Since joining the company in 2014, Ann has led several impactful projects.

Early in her career, Ann established G&W’s first process for tracking engineering/Maintenanceof-Way equipment expenses, which has produced real-time data analytics, root cause analyses, a 30% cost reduction for repair parts, and a 20% improvement in equipment uptime. Furthermore, Ann used this data to implement preventive maintenance programs, establish on-site inventory modules, and develop a long-term capital planning program that optimizes spend and increases equipment uptime by evaluating

overhauls in lieu of replacements. She established a monthly financial allocation process for engineering/Maintenance-of-Way expenses, which has led to error reduction and highlighted cost drivers. Through her analysis, she recommended operational changes that have yielded significant increases in production and decreased costs. While working with the safety department, she analyzed operational testing data and was able to identify trends associated with high-frequency rules compliance as well as employees who required additional testing or training to avoid safety incidents. Most recently, Ann has taken on a role as lead project manager for a continuous improvement program across all of G&W’s North America operations. The initiatives include process development and improvement, vendor consolidation, and overall enhancements to G&W’s capital, operations, and revenues.

SINCE JOINING THE COMPANY IN 2014, ANN HAS LED SEVERAL IMPACTFUL PROJECTS.

Florida Central Railroad and Regional Rail LLC congratulate

Manager of Contracts & Real Estate

KAREN KUIVINEN

on being selected as one of RT&S’ inaugural 10 Women in Engineering

www.regional-rail.com

rtands.com

July 2021 // Railway Track & Structures 13

2021 WOMEN IN RAILROAD ENGINEERING

LAUREN SCHROEDTER Assistant Vice President and Railway Discipline Manager Hanson Professional Services Inc. What the nominator said: In 2016, Lauren assumed leadership of Hanson’s Seattle regional office while balancing the demands of leading construction management efforts for the civil portion of a $130 million track expansion project. She was selected as Hanson’s railway discipline manager in 2019 and elected an assistant vice president in 2020.

Lauren focuses on engineering projects primarily for rail clients.

Her responsibilities include project scoping, feasibility studies, conceptual designs, design-team coordination, construction-phase planning, design reviews, bid-document preparation, estimating, scheduling, construction administration, and contract management. She has worked on numerous rail track and bridge projects for BNSF Railway Co., municipalities, and other organizations proposing work within BNSF’s right-of-way.

Lauren’s management and technical abilities have helped her streamline processes, use technological advances, and lead efficient,

effective project teams.

In addition to her work for railroad and railroad-related clients, Lauren facilitates internal process improvement projects. Some of her accomplishments in this area have included creating a centralized repository for all railroad-related resources within the company, creating databases to facilitate faster and higher-quality construction management efforts, and creating a framework to capture and track the skills and expertise of the company’s diverse and talented workforce.

Lauren is a member of the Society of Women Engineers and the Institute of Industrial and Systems Engineers (IISE). She serves as the treasurer for IISE’s Puget Sound Chapter and previously served as chapter president and as assistant vice president for student development for the organization’s Western Region.

LAUREN’S MANAGEMENT AND TECHNICAL ABILITIES HAVE HELPED HER STREAMLINE PROCESSES AND LEAD TEAMS.

Julina Corona Project Manager RailPros

Rail isn’t part of our business, it IS our business

CONGRATULATIONS! Congratulations to RailPros’ Project Manager, Julina Corona. Her dedication to bettering the rail industry and philanthropic community involvement earned her selection as a 2021 RT&S Women in Engineering award recipient.

NATIONWIDE - CONNECT WITH THE EXPERTS!

877-315-0513

14 Railway Track & Structures // July 2021

www.RAILPROS.com Follow Us ►

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2021 WOMEN IN RAILROAD ENGINEERING

KASIE HOLLE General Director, Maintenance Planning BNSF Railway What the nominator said: Kasie has held a wide variety of leadership and field roles in engineering since hiring on as an intern with BNSF Railway in 2003. She has progressed in both track and structures from leading employees as a Roadmaster to designing bridges and repairs as a bridge engineer to managing teams as a manager of structures and division engineer.

In 2018, Kasie took the role as the Director of Safety for Engineering where she brought a new level of creativity to engineering safety. By creating targeted multimedia campaigns with a strong focus on employee engagement and interaction, her team changed the way that safety messaging and information are used to energize the workforce and prevent injuries. These changes helped lead to a 10% reduction in injuries and a best-in-class injury frequency ratio for 2019.

Currently, as the General Director of Maintenance Planning,

Kasie is responsible for the oversight of BNSF’s multi-billion-dollar capital maintenance allocations, geometry test systems, track standards, and engineering technology advancements. Under her tenure, BNSF has put into production its own optical testing system on several geometry cars and increased geometry testing to recordbreaking mileage. The team is currently on track to break 450,000 miles of automated testing in 2021.

As the highest-ranking woman in BNSF’s engineering department, Kasie has taken her role as a mentor very seriously and is involved in the BNSF Women’s Network, which has included mentoring several leaders throughout her career. She received the “Making a Difference” award from the BNSF Women’s Network in 2020, which recognizes female leaders who have made a significant impact on others.

HOLLE’S TEAM CHANGED THE WAY THAT SAFETY MESSAGING AND INFORMATION ARE USED TO PREVENT INJURIES.

The CP family congratulates Jennifer Benedict on being recognized with a Railway Track & Structure Women in Engineering award.

Connect to an exciting career at cpr.ca/careers

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July 2021 // Railway Track & Structures 15

2021 WOMEN IN RAILROAD ENGINEERING

JULINA CORONA Structural Engineer RailPros What the nominator said: Julina has over eight years of railroad experience, including extensive experience in railroad bridge inspections and engineering, construction rehabilitation oversight, project management of rehab design, and environmental permitting. She paved her career path by advancing her education with a Master of Science in Structural Engineering. In her graduate studies she focused on the structural design and analysis of post-tensioned concrete box girders, a department of transportation favorite to her home state of California. As a graduate intern, she was introduced to railroad bridge inspections and load ratings. Soon enough, Julina realized that her heart belonged to the railroad. One of Julina’s tasks includes bridge inspections, which requires her to remain alert and attentive of her surroundings. Julina always puts safety first when inspecting and dealing with the threatening elements of an active railroad, and native fauna and flora. She has inspected thousands of

bridge spans across more than 10 states. She makes recommendations and oversees repairs and replacements to maintain the structural integrity of railroad structures and drainage. She is currently acting as a Metrolink project manager and is responsible for directly supporting the program manager of the Track and Structures Rehabilitation Program. She oversees the construction and field changes for Metrolink’s bridge program. Julina was the project manager of the Metrolink Rail-Top Bridge Replacement Projects, which was featured in the 2020 RT&S Top Projects. She also manages the environmental clearance permitting for bridge projects. Additionally, she is working to expand the RailPros bridge inspection team and is collaborating on the continual development of the bridge inspection training.

JULINA HAS INSPECTED THOUSANDS OF BRIDGE SPANS ACROSS MORE THAN 10 STATES.

G&W congratulates Ann

Waters for her well-

deserved recognition in this year’s Railway Track & Structures “ 10 Women in Engineering ” feature.

Her leadership and dedication to our Engineering Services team, coupled with her technical savvy, helps to ensure safe and efficient freight-rail service for our customers across North America every day.

gwrr.com 16 Railway Track & Structures // July 2021

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2021 WOMEN IN RAILROAD ENGINEERING

RACHEL BECK Senior Manager, Engineering – Civil Union Pacific What the nominator said: Rachel joined Union Pacific through their operating management training program and has worked as a manager of track maintenance and senior manager of engineering methods and research for ties and fasteners before holding her current role as senior manager of special projects. In this position, Rachel oversees Union Pacific’s capital roadbed and geotechnical engineering program. She continues to be heavily involved in expanding the utilization of composite ties in the U.S. and is the current Composite Tie Subcommittee chair for AREMA Committee 30. In addition to being a member of AREMA and RTA, she has served on TTCI’s technical advisory groups for both ties and substructures. At Union Pacific, Rachel completed the exclusive Emerging Leaders program, which is geared toward the development of promising leaders at the start of their careers.

Rachel also serves as the Northern Region Field Engagement chair for LEAD (Lead, Educate, Achieve, and Develop) a woman’s initiative, and

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is very passionate about supporting and encouraging women working within the railroad industry and other STEM fields.

Rachel has also taken that passion outside work of where she has previously volunteered with Girls Inc., an organization that provides afterschool activities and STEM education to girls from a young age within the Omaha, Neb., community, and hopes to continue to expand her involvement to other communities in the future.

PAULA PIENTON Chief Engineer, Bridge & Structures Canadian National What the nominator said: Paula serves as chief engineer, Bridges & Structures, for Canadian National, where she oversees all aspects of the company’s network of bridges, structures, and geotechnical engineering, including operational safety management and maintenance.

In addition to maintenance and capital investment projects, the Bridges & Structures team is delivering CN’s Strategic Bridge Initiative, a long-term program to renew aging bridge infrastructure, allowing for investment over

July 2021 // Railway Track & Structures 17

2021 WOMEN IN RAILROAD ENGINEERING

multiyear horizons.

Prior to joining CN in February 2021, Paula was a senior vice president with T.Y. Lin, a full-service consulting firm engaged in transportation.

Paula’s resume includes design work with various freight railroads and projects such as the CREATE Program in the Chicago region and leading a team on a segment of California high-speed rail.

In transit, Paula had previously worked at Metra, the commuter rail agency in Chicago, and has served as project manager on the preliminary engineering for the Chicago Transit Authority’s (CTA) Red Purple Modernization project, now under construction.

She most recently was leading a team to deliver the EIS and preliminary engineering for the CTA’s Red Line Extension project. In fact, Crain’s Chicago Business recognized Paula as one of the 2020 List of Notable Women in Construction & Design, citing her work on CTA projects including the Red Purple Modernization ($2.1 billion) and the Red Line Extension ($2.2 billion) along with the segment of California high-speed rail.

Upon entering the workforce, Paula recognized that advances in research would impact design codes and the need to “relearn” the practice. Volunteering with professional societies, she worked to create opportunities to deliver advanced learning and information exchange for design engineers.

From serving as editor of the monthly newsletter to Director on the Board with the American Society of Civil Engineers, Paula grew her network. In 1993, Paula was named Young Civil Engineer of the Year for the Illinois Section ASCE.

L.B. FOSTER CONGRATULATES LOUISA STANLAKE

GET THE INSIDE SCOOP ON & OFF THE TRACK

Congratulations to L.B. Foster’s Consumables Technology Manager, Louisa Stanlake, Ph.D. on being named to RT&S magazine’s first-ever “Women in Railroad Engineering” awards.

RAIL BRIEF

lbfoster.com

18 Railway Track & Structures // July 2021 QtrPage_Congrats_Ad_6.22.21.indd 1

CANADIAN NATIONAL’S BRIDGE & STRUCTURES TEAM, WHERE PAULA SERVES AS CHIEF ENGINEER, IS DELIVERING CN’S STRATEGIC BRIDGE INITIATIVE, A LONG-TERM PROGRAM TO RENEW AGING BRIDGE INFRASTRUCTURE, ALLOWING FOR INVESTMENT OVER MULTIYEAR HORIZONS.

The Weekly RT&S Email Newsletter

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UPCOMING WEBINARS Design & Construction of Highway/Railway Grade Crossings August 3, 2021 2:00 - 3:30 PM ET PDH - 1.5

Critical Geometry Defects November 3, 2021 2:00 - 3:15 PM ET PDH - 1.25 To register or for more information, visit www.arema.org.

JOIN AN

TECHNICAL COMMITTEE Assist with the development of Recommended Practices Stay abreast of industry knowledge in your area of expertise Assist in the professional education of others Build a network of colleagues in the railway industry Open doors to future Leadership opportunities Make a difference in the railway industry

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SPONSORED CONTENT

PLASSER AMERICAN AT 60 Quality cuts costs

Track is railroading’s foundation; quality is Plasser American’s.

Railroads know that high-quality track reduces failure risk and allows for safer, more efficient revenue service operation. Quality is the key to long-term success.

That’s why Plasser American focuses on safety and quality—not only the quality of its machines, but also the quality of the work they deliver. It’s about maintaining track geometry at a high level to reduce the dynamic impact on the structure and, in turn, on the components, Plasser American says.

High-quality track means that railroads will make fewer repairs, reduce slow orders and extend maintenance intervals—increasing track life and decreasing track downtime. Quality cuts costs.

Quality also ensures a high return on investment. Plasser American machines have a long life cycle. More than 50% have been in service for 20-plus years, keeping the total cost of ownership low. When a Plasser American machine is scheduled for work, it performs. It has to, because track time is at a premium.

To ensure its standard of quality and bring additional value to customers, Plasser American

invests in long-term research and development.

Because when customers succeed, the company succeeds. R&D efforts leverage new technologies to enhance reliability and repeatability—to make sure that the machines Plasser American produces meet customer requirements and demands.

Plasser American’s latest track inspection/ recording cars, for instance, include sensors and cameras to examine assets and gather information consistently and objectively. Pre-work and postwork measurements help railroads understand their existing track condition, look for trends and degradation rates, determine what work is needed, and if work is performed properly. The measurements also show track improvements and quantify them. Additionally, new inspection solutions can eliminate track walks, increasing safety by keeping crews off the track.

Every Plasser American machine includes a telematics system to provide the data that drives decision-making. Railroads can use it to plan maintenance and schedule gangs—moving from a reactive to a proactive strategy—and to help set annual capital expenditures.

Plasser American is currently working on a fully automated tamping machine that facilitates operation for track workers of all skill levels and helps reduce the number of workers on the track for safety purposes.

Plasser American sells machines as well as complete service packages. It delivers

quality—from the machine to the track to the customer. Safety and quality are Plasser American’s top priorities.

Plasser American is celebrating 60 years of business in the United States this year. Its machines are designed, engineered and manufactured here in Chesapeake, Va. In 2020, Plasser American announced that it would start to expand its U.S. facility, doubling capacity, so it can keep up with North American and export demands.

This advertorial is based on an interview with Fabian Hansmann, Scientific Advisor, and James Jones, Sales Director, at Plasser American.

Quality track geometry is critical. A recent study found that when a track geometry defect is present, the cumulative MGT life of the rail is approximately 30% less than if there is rail defect present with no track geometry defect. A single geometry defect will increase the probability of rail defects by factors up to 600 times, according to the study conducted by Dr. Allan M. Zarembski and Dr. Nii Attoh-Okine of the University of Delaware; Daniel Einbinder of ENSCO; Hugh Thompson of the Federal Railroad Administration; and Ted Sussman of the Volpe National Transportation Systems Center.

HIGH CAPACITY I PRECISION I RELIABILITY

Your partner for life The Plasser GRM3000T is a heavy-duty, high performance switch and production tamping machine. It is a multi-function tamping machine and has fully automatic track lifting, lining, and cross-leveling capabilities. The machine’s compact design and weight allow for flexibility when transporting with flat cars or road trucks. The machine is constructed for ease of operation and maintenance. The optional GRM2X Tamping Trailer is an integrated, independently working tamping trailer that can be connected to the GRM3000T via TampLink to increase productivity levels.

Plasser American – Your partner for life.

www.plasseramerican.com ”Plasser & Theurer“, ”Plasser“ and ”P&T“ are internationally registered trademarks

SHORT LINE MAINTENANCE

LITTLE RAILROAD,

BIG CHALLENGE How a Class 1 yard maintained by a short line got out of the gumbo

I

n 1996, the Southern Pacific Railroad built a storage-in-transit (SIT) yard in Dayton, Texas, named Robinson Yard. When the proud, long-standing road that Edward Harriman declared “an empire” when he purchased it in 1901 was finally acquired by Union Pacific (UP) in 1996 (fulfilling Harriman’s dream of bringing the roads together), Robinson Yard became a UP yard. Robinson became a staging area for chemical plants served by UP in the Houston area. In 2008, when the short line industry had become a significant player in the U.S. rail network, providing both line-haul and switching service to customers, UP granted Anacostia Rail Holdings’ (ARH) Gulf Coast Switching (GCS) the opportunity to operate and maintain Robinson.

22 Railway Track & Structures // July 2021

This yard is significant from the standpoint of its size and the traffic it handles.

Robinson has a capacity of approximately 2,700 plastic pellet hopper cars, about 39 miles of track, and comprises two main switching leads, two long running tracks, 74 yard tracks, and 99 turnouts.

“Gulf Coast Switching currently operates with three two-person RCL crews; it is a seven-day-a-week operation, and we have a three-person track crew that maintains the yard. Union Pacific operates Tracks 1-20, and Gulf Coast Switching operates on Tracks 21-74, and Gulf Coast Switching is responsible for maintaining all 74 tracks,” Leigh Walters, president of GCS, told RT&S. In addition, Walters added that GCS utilizes 2-SD-40 locomotives equipped with Cattron remote-control technology that

allows for a safer, more efficient operation.

“Being under the umbrella of Anacostia Rail Holdings enables us to pull knowledge and resources from our safety and engineering group along with five other short line railroads, too,” Walters said. ARH, headquartered in Chicago, comprises the Chicago South Shore & South Bend Railroad (freight only), the Louisville & Indiana Railroad, the Pacific Harbor Line, New York & Atlantic Railway, Northern Lines Railway, in addition to GCS. When Southern Pacific built Robinson Yard in 1996, the construction standards used were not those of the UP Railroad today. “After a few years of operation, it became apparent that routine maintenance was insufficient to hold track surface. Mud and gumbo rose to the surface after every rtands.com

Photo Credit: Gulf Coast Switching

By David C. Lester, Managing Editor

SHORT LINE MAINTENANCE

Gulf Coast Switching begins the process of restoring Tracks 1-6 in Robinson Yard.

rain, and the frequent tamping corrections were beginning to interfere with operation,” Paul Fetterman, president of Triple Crown Track, who has served as an engineering consultant for ARH for the last 11 years, told RT&S. To ensure an effective solution, GCS engaged David Coleman of GEA Associates to diagnose the cause of the track instability.

Sample pits were dug, and soil samples were analyzed. A thin ballast layer along the switching lead was underlain by an 8- to 9-in.-thick sub-ballast layer. There are indications that the silty clay subgrade soils may have been lime-treated. It appeared that the relatively thin ballast and sub-ballast sections, combined with heavy rail traffic, deteriorated drainage conditions over time, and the moisture-sensitive silty clay/clay rtands.com

subgrade had resulted in overstressing of the subgrade.

The conclusion was that the mud resulted from ballast degradation and global pumping of the underlying mud up through fissures in the lime-treated layer and the sub-ballast.

In 2010, GCS undertook a significant project to undercut and stabilize the No. 91 lead, which is the main switching lead for the storage portion of the yard. It is heavily used by GCS to make up trains for the UP. Coordination with operations was critical as GCS’s obligation to provide a train to UP each day did not change. Crews undercut nine turnouts and inside switch panels (and the track in between) using track hoemounted undercutter bars. All material was handled by truck since the operation could not accommodate work trains.

Then, crews installed a GEA-designed drainage system utilizing geotextile fabric and graded longitudinal drains, and applied sufficient new ballast. This work corrected an unstable trackbed that would fall out of compliance after every heavy rainstorm.

With routine cross tie and surfacing maintenance, this solution has proven effective over the last decade.

“Over the next few years, additional turnouts were undercut using a trackmounted switch undercutter. These efforts were difficult to coordinate with the operation and resulted in significant machine downtime waiting on trains. By 2019 it was apparent that the north ends of Tracks 1 through 6 were sinking into the muck.

These 5,000-ft tracks are heavily used daily by the UP to arrive and depart trains. Track surface would fall out of compliance after every rainfall, and the constant maintenance effort was affecting the operation.

The undercutting, surfacing, and ballast replacement deficit was manifesting with unplanned maintenance interruptions and emergency remedial actions,” said Walters.

Crews could not adequately inspect some segments due to the mud in the track hiding tie and fastener conditions. As with the switching leads, a lack of ballast under the ties and a poor drainage plan resulted in track that was very difficult to maintain.

Furthermore, due to operational restrictions and low contractor availability due to Hurricane Harvey, the bulk of the 2017 planned work pushed into 2018, and 2018 pushed into 2019.

The deterioration of the heavily used UP Tracks 1 through 6 caused by lack of attention to the causes of fouled ballast,

inadequate renewal rate of the turnouts, joint accumulation, and significant cycle tie deterioration are of most concern looking forward. On the long tracks (1-6), recently surfaced segments continued to need repetitive surfacing to stay compliant, disrupting the operation, and are not cost-effective.

According to Paul Fetterman, in 2019 the plan to attack these deficits was twofold.

First, an intensive maintenance effort got underway: • Repaired 30 frogs; • Upgraded 13 point protector plates; • Installed seven complete point protectors; • Installed a lubricator ahead of the main switching lead; • Installed large double-shouldered plates ahead of each switch point; they received five spikes per plate to resist gage widening ahead of the points; • Purchased a stock rail grinder to remove metal flow from all special trackwork throughout the yard; and • Installed two new frogs, 11 guard rails, and 12 switch point/stock rail sets.

Second, a major contracted effort to correct the deficiencies in Tracks 1 through 6 began. GCS engaged Foster Jones Associates (FJA), a rail engineering consulting firm, to design and manage the renewal of these tracks. First on the priority was an undertrack drainage system that would remove water from the roadbed quickly after rainfall. FJA built on the initial concept with longitudinal underdrains feeding lateral drains, which directed water to ditches at the exterior of the yard. These perimeter ditches also were cleaned and regraded to improve flow conditions. Another critical aspect of the design was ensuring the designed profile of the rehabilitated tracks resulted in minimal disturbance of the underlying hardpan while remaining in compliance with UP gradient standards.

The scope of this project was such that working under traffic was not practical.

GCS acquired all the ballast and tie and stockpiled them clear of the worksite. Material was to be moved by off-road trucks and loaders approximately ¼ mile to and from the jobsite. Project details included: • Removal of 16,000 ft of CWR track and all fouled ballast down to the subgrade elevation; • Install 9,000 ft of drainage pipe and 73 rolls of geotextile fabric; • Pre-ballast the track and grade to 2 in. below final surface using GPS-guided equipment, reinstall the 16,000 ft of track, July 2021 // Railway Track & Structures 23

SHORT LINE MAINTENANCE

Workers installed 9,000 ft of drainage pipe for an undertrack drainage system to remove the water quickly after rainfall.

UP was consulted early on and agreed to a 60-day relocation of their operation

so the project could proceed with 24-hour track occupancy.

After receiving bids from various track contractors, GCS awarded the project to Choctaw Construction Services (CCS).

CCS hit the ground running with the equipment and workforce necessary and worked long hours (typically 12+ hours

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Workplace Safety

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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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Photo Credit: Gulf Coast Switching

and change 3,100 defective ties; • Dump remaining ballast (25,000 tons total) and surface track to final grade; and • Destress the CWR and eliminate 291 joints by electric-flash butt welding.

per day) to restore Tracks 1-6 and return them to active service in just 51 days. Due to limited working room and the intense volume of construction traffic, conventional construction staking was not possible. CCS machine operators and FJA field management personnel worked together closely to keep alignments and grades on target and execute design changes when field conditions warranted it.

The crew used conventional GPS rovers and GPS-guided construction equipment loaded with the designed surface model.

FJA adjusted final track profiles on the fly to keep the subgrade above the existing hardpan and redesigned portions of underdrain systems in the field to avoid utility conflicts.

One key to getting ahead on the schedule early in the project was CCS’s use of specially designed and fabricated spreader bars attached to large excavators, allowing them to lift and remove the existing track quickly.

This method allowed the tracks to be removed and reinstalled without cutting

SHORT LINE MAINTENANCE

them into panels, and a minimal amount of stress applied to the track structure.

Additional thoughts and comments related to the project: • The aggressive schedule and limited working room made this a very unique and challenging project; • It was a very cooperative team effort by the personnel of Gulf Coast Switching, UP, FJA, and CCS; • CCS had an excellent approach to the project and executed its plan well. They supplied the project with the necessary well-maintained equipment. There was minimal downtime due to equipment failures. RTS did a great job with their tamper and regulator; • CCS did an excellent job in looking ahead on the project. They would work the hours necessary to set their plate for the next day’s work to be as productive as possible; • Having knowledgeable engineering personnel managing the project on a dayto-day basis was essential. We were able to adjust the design on the fly to accommodate the construction methods and

Workers installed 73 rolls of geotextile fabric to help shore up Tracks 1-6.

sequencing and to mitigate unforeseen field conditions without sacrificing the quality of the end product and without delaying the project’s progress.

The project required only 51 days.

Today, the yard is approaching a normalized maintenance schedule.

The last two years the work has consisted of track raising and tie changeout along with routine surfacing and turnout maintenance.

The challenge from now on will be to address tie conditions as most of the oncenew ties from 1996 deteriorate around the same time.

K1270 II RAIL SAW

Photo Credit: Gulf Coast Switching

Easier Starting Less Maintenance Reduced Vibration Levels

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4/13/21 12:53 PM

July 2021 // Railway Track & Structures 25

RAIL FASTENERS

J. Lanfranco locknuts keep things moving over the railroad.

ANCHORING THE RAILS A stable rail anchoring system keeps the railroad together

R

ail fastening systems are often underappreciated by the casual observer. However, without them, a railroad would literally fall apart.

We begin this year’s roundup of rail fastening vendors and their products with some vendor comments about the market outlook for the remainder of 2021.

J. Lanfranco told RT&S that “2021 continues strong, and the company is excited for the continued growth and development of its U.S. operation.” To meet current and forecasted demand, the company has invested significantly in its U.S.- and Canada-based warehouses.

Kevin Smith, SVP of Global Sales and Marketing with Miller Ingenuity, told RT&S that “with the world opening back up and business beginning to operate under their new normal, we believe that the rest of 2021 will be strong for the industry. The pending infrastructure bill could also add to an already high demand forecast.”

Vossloh said while continuing to provide products and services for its transit customers 26 Railway Track & Structures // July 2021

it is looking beyond the transit market as the company sees great opportunity as momentum for high-speed rail in North America ramps up. High-speed rail projects have very specific technical needs to ensure safety and reliability operating at speeds over 200 mph, requiring very experienced rail infrastructure partners. “We have developed and delivered rail and turnout fastening systems for over 10,000 miles worth of high-speed track worldwide in the last 50 years,” Vossloh told RT&S. George Apostolou of Lewis Bolt told RT&S, “regarding the outlook of the remainder of 2021, we expect business to be consistent as the country recovers from COVID-19. We look forward to 2022 in hopes the rail industry will be able to get back to ‘normal’ and be able to interact in person with our customers.”

Progress Rail Progress Rail has been a supplier of high resilient (Egg-type) DF for over 30 years. They now offer their ADFF, the next generation in highly resilient fastenings, providing low stiffness and acoustical performance. The ADFF is designed

to match common anchor bolt patterns and fastener elevations. Customers expect and will get long service life with the ADFF. Progress Rail also provides a full complement of traditional DFs for standard, restraining, guardrail, and special trackwork applications, with successful performance at major U.S. and international transit agencies.

Using Loadmaster DF for heavy haul is ideal for transition zones and structures, where track modulus stabilization and the reduction in impact loads is immediately needed.

For transit construction, Progress Rail introduced the DF Block System, which radically improves DF track construction by reducing construction risk, cost, and build time. The DF Block system drives up quality, making it one of the best innovations in the industry of the past 20 years. The need for rebar and the forming of plinths, the need for multiple pours, post-lift, fastener footprint voids, inconsistent flatness, and cant remediation are now things of the past. Equipped with the DF (and stiffness of your choice), the DF Block System provides the quality improvements for rtands.com

Photo Credit: J. Lanfranco

By David C. Lester, Managing Editor

Every day, passenger trains roll through rural and urban areas all over the world. Journeys that were once noisy and jarring can now be cushioned by the ADFF-55, a fastener that provides improved ride quality as well as superior noise and vibration isolation performance to neighboring buildings. Creating safe, reliable and quiet infrastructure solutions is just one way Progress Rail works for our customers.

The ADFF-55 makes for an easy construction transition with retro-fit option when more noise and vibration management is needed.

We keep you rolling. +1 800-476-8769 • progressrail.com •

@progressrail •

@Progress_Rail

RAIL FASTENERS

Nortrak medium attenuation DF trackwork fastener installation on L.A. Metro.

longer-lasting, lower maintenance and highly reliable transit operations.

Vossloh Vossloh North America has had sustained success introducing its transit fastening systems to the North American market.

Continued adoption of its captive elastic fastener among transits has proven a strong source of growth for Vossloh. Using lessons learned from its extensive experience partnering with the Class 1 freight railroads in meeting their rail fastening system needs, the performance advantages of the Vossloh fastening system (high multidirectional fatigue limits on tension clamps, secondary stiffnesses, and optimized rail pad geometries) has been brought over to the transit market as well.

Many high-speed rail projects have had unique requirements, spurring innovation and pushing the envelope for what a rail fastening system can accomplish.

One innovation borne from Vossloh’s

Photo Credit: voestalpine Railway Systems

J. Lanfranco J.Lanfranco Fastener Systems has been designing and fabricating all metal locknuts for more than 45 years for railways around the world.

From high-speed lines in Europe to freight cars in Brazil or double diamonds in Canada, Lanfranco locknuts are relied upon to keep things moving.

A small but significant change to the supply of these nuts is that they are now available in bulk packaging fully kitted with track and frog bolts attached. The full product line is stocked just outside of Charlotte, N.C., and can now be delivered Buy America compliant upon request by the group’s newest subsidiary: J.Lanfranco Fastener Systems USA. After many years of successfully supplying their ESL and THU model locknuts,

J.Lanfranco expanded its line of high-performance locknuts to include square locknuts for joint bars on 100-lb rail in 2017. After three years of testing, the nuts are now approved for installation on some of the busiest rail lines in North America.

The square locknuts use the same proven slot-locking technology as their other products. As the nut is tightened onto the bolt, the locking slots expand and tightly grip the thread flanks of the bolt, locking it in any position. The locking torque applies evenly over two planes and on opposite sides for a highly secure fit. This results in minimized maintenance and increased longevity under the harshest conditions.

The ERM locknut has an integrated disc spring washer. It has been used with excellent results in the bolting of third-rail joints, running board covers, and bonding and grounding installations.

Miller Ingenuity Miller Ingenuity’s ReLok fastener system, a vibration-proof, self-locking nut, can significantly increase a customer’s hardware lifecycle and reduce maintenance labor costs. Its design features the annulus of the nut being forced into the collar during vibration movement and that captures, retains, and delivers the energy back to the joint to deflect shock and vibration. In addition, even though the system is a locking fastener, customers can reuse the fastener for multiple installations and can remove the fastener using the same amount of force that was needed to tighten it up.

The system has been tested at a well-known diamond test location in Bremen, Ga. The enormous lateral forces of trains on this crossing create a very severe condition by itself and the addition of the constant cyclical motion of automobiles running across this intersection have caused all other fasteners to fail quickly.

28 Railway Track & Structures // July 2021

rtands.com

RAIL FASTENERS

and is currently manufacturing its new Evergrip G2 Screw Spike. The new G2 has significant increase in fatigue resistance along with new tie grabbing barbs designed to prevent back out. In this new and improved design, the fins are located lower in the screw which dramatically strengthens the screw spike in its most critical area (a couple inches in the shank below the head of the screw spike). Lastly, the Evergrip G2 is easily driven with manual or automated spike machines and no equipment changes are necessary to install them.

technical expertise and the needs of railways around the world is the cellentic rail pad.

Cellentic is a micro-cellular EPDM-based elastomer with a closed-cell structure, ensuring high elasticity and load absorption within its own structure. The result: Very little deformation in a permanently elastic layer, reducing loads, vibrations, and track maintenance. The cellentic intermediate layers have been used to optimize elasticity in ballasted and slab track to the tune of over 35 million units.

Lewis Bolt Lewis Bolt & Nut is a domestic manufacturer of fasteners for the rail industry since 1927.

Lewis Bolt manufactures a wide variety of products at their plant in La Junta, Colo. For track and grade crossings they manufacture a full line of screw spikes, including the Evergrip and Permagrip spikes, drive spikes, recessed head timber screws, frog and switch bolts, and drive-on anchors. Other products include bridge bolts, drift pins and timber bolts for bridge construction as well as the Quick-Set Hook Bolt System.

Lewis Bolt recently designed, developed,

L.B. Foster Company L.B. Foster’s Transit Products division designs and develops field-tested track fastener systems at its Pittsburgh, Pa., and Atlanta, Ga., engineering and laboratory facilities to offer unique advantages to track engineers and maintenance personnel.

According to Sarah McBrayer, general manager, L.B. Foster Transit Products, “Over this past year our R&D and product engineering teams have completed the design and qualification testing for our high resilient direct fixation fasteners for use in special

PROTECT YOUR TRACK JUMPERS AND SHUNTS!

trackwork areas. We have also developed multiple specialty coatings for certain fastener applications which help extend the life of the fastener by preventing rust and corrosion. In terms of development, our team focus is now on designing a high-resilient direct fixation fastener in a standard direct fixation fastener footprint. This new product line will be ideal for use in areas where greater resilience, noise, and vibration mitigation is desired such as in transit stations, on bridges and overpasses, and in residential areas. It is designed for use in new construction, as well as retrofits and maintenance replacement projects, as it offers the same anchorage locations that a standard direct fixation fastener offers.” voestalpine Railway Systems Voestalpine Railway Systems Nortrak (Nortrak) has grown its lineup of rail fixation systems for freight and transit customers by focusing on the intersection of solving customer challenges and leveraging Nortrak’s design, testing, and manufacturing assets. The result has been the development of a portfolio of resilient direct fixation fasteners for special

T tal Solutions Partner L.B. Foster is widely recognized as a global leader in rail products, technologies and services.

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trackwork and mainline applications, Safelok I style rail clips, plastic rail pads and insulators for multiple fastening system types, ductile tie plates, and the Keyway concrete tie system that is capable of being interspersed with wood

ties during maintenance cycles, substantially increasing gauge strength while maintaining consistent track stiffness.

Customers have benefitted by the cost reductions associated with Nortrak’s

efficient, integrated U.S. manufacturing that includes a ductile iron foundry, plastic injection molding facility, concrete tie production, and special trackwork fabrication. One specific project where the Nortrak’s team solved a customer need through innovation was the L.A. Metro Regional Connector Project where Nortrak was selected to supply several special trackwork configurations on standard direct fixation fasteners and their FA140 DF fastener for mainline track. L.A. Metro had identified the need to mitigate ground born noise and vibration in an area near a No. 10 double crossover that was not considered in the project’s original scope or budget. Nortrak’s standard special trackwork fasteners were too stiff for the particular location and their high attenuation series fasteners added cost to the construction budget. As a result, Nortrak developed a series of 10 new medium attenuation special trackwork fasteners with a stiffness range of 75-100k lb per inch that matched the specific needs of the L.A. Metro location without the extra costs associated with using high attenuation fasteners.

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From Railway Age, GROUP RT&S and IRJ NEWS

30 Railway Track & Structures // July 2021

Photo Credit: Progress Rail

STAY IN GEAR WITH RAIL GROUP NEWS

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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.

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SPECIAL TRACKWORK

The East Side Access project features the first-ever double slip switch, supplied

by Progress Rail, built on concrete in the U.S.

SLIP AND RISE First-ever double slip switch is used on East Side Access project

P

rogress Rail was a key supplier for the Mid Day Storage Yard project which is part of the East Side Access project. This critical infrastructure project included the construction of the 33-acre Mid Day storage yard facility for commuter railcars for LIRR in support of the overall $11.1 billion project.

The yard will enable LIRR to store rolling stock between the morning and evening peak travel hours, enabling more efficient operations. The work was performed primarily within the Sunnyside Yard and Harold Interlocking area in Queens, N.Y. Progress Rail was selected by Delta Railroad Services, a Salcef group company, for the supply of switches. Through its Cleveland facility, Progress Rail supplied 32 Railway Track & Structures // July 2021

86 switches that consisted of mainly No. 8 and No. 10 turnouts, crossovers and double crossovers, all on concrete ties.

The supply included the first-ever double slip switch built on concrete in the U.S. Delivery of trackwork began in early 2018 and ended in early 2020 with expected substantial completion of the project in the July 2021 timeframe.

Progress Rail believes the special trackwork market is bouncing back as the economy opens up and the pandemic is starting to recede.

Inquiries for new projects are increasing, and there is hope for new projects that may be funded by the infrastructure bill currently being discussed by the federal government.

American Concrete Products American Concrete Products, with facilities in Kansas, Nebraska, and Texas, offers a precast crossing for every concrete, wood, and composite tie manufacturer. It offers panels that the company said can have a unique configuration on the bottom to fit any specific tie. Crossing panels can be shipped throughout the country via rail or truck.

Additionally, American Concrete Products manufactures panels for any length of tie and any tie spacing. The company supplies 8-ft 1 ½-in., 9-ft, and 10-ft-long panels that are manufactured with a nonslip surface that is sealed to prevent ion mitigation from salt and other chemicals.

Buz Hutchinson, railroad sales and rtands.com

Photo Credit: Progress Rail

By Bill Wilson, Editor-in-Chief

SPECIAL TRACKWORK

service manager at the company, noted that transit, port and high-speed rail projects are being constructed at an all-time-high pace and many new port infrastructure and intermodal yard projects are bidding or are being constructed now.

“With the high demand, the Class 1 railroads are turning over standardized, high-quality product lines at ACP,” said Hutchinson. “The Class 1s are increasing their project planners to keep up with current and future work; they know to go with products they can trust and companies that can rapidly adapt to any changes that are presented.”

ACP delivers a high-quality, standardized crossing product that is in great demand from all Class 1 railroads and an expanding high-speed rail market, Hutchinson said.

“Oil-by-rail market is set to increase as the current administration pushes for less imported oil. Port authorities in North America continue to build better access to take advantage of trade and growth opportunities. The rail industry recognizes the current rail infrastructure

is insufficient to meet future demand.

Double and triple tracks are being added across the U.S. and our crossing business has dramatically expanded with this growth,” described Hutchinson.

L.B. Foster L.B. Foster’s Allegheny Rail Products (ARP) division recently announced that it has begun field trials of its new Insulated Joint Field Repair Kit. This convenient kit helps to extend the life of a bonded insulated rail joint showing signs of endpost head damage without the need of full joint replacement.

Due to the adverse loading conditions seen by the rail, lipping on the railhead is a very common occurrence. This leads to degradation of bonded insulated joints where rail lipping may cause electrical failure and damage to the endpost. The endpost repair process takes only 10 to 15 minutes per joint, and one kit can repair 10 joints on average.

The ARP team also recently introduced a new Curved Bonded Insulated Rail Joint

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voestalpine Railway Systems Nortrak The newest addition to the North American market in Nortrak’s line of BlueRoll point rollers is the HiRoll switch point roller. The other products in the BlueRoll line can be described as “bottom-up” rollers because they mount to the switch plate. The “topdown” style HiRoll bolts directly to the

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Bar to meet growing demand for this type of non-traditional, high-performance insulated joint bar. Bonded insulated joints are typically designed for straight track installations.

According to Sid Shue, director, L.B. Foster Rail, “As we have seen demand for this type of joint increase over the past two years, our engineering and production teams have investigated the feasibility of making curved insulated joint bar kits for 82-ft curves by creating working prototypes at our Niles, Ohio, plant. The challenge we faced in making a bar with such sharp radius was the residual stress around the holes that would remain in the bar after the drilling and bending.”

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SPECIAL TRACKWORK

surprisingly well. According to the company, Class 1 spending is up from 2020, and even though transit ridership is down significantly from pre-COVID levels, special trackwork also is in demand for transit projects.

L.B. Foster has recently begun field trials of its new Insulated Joint Field Repair Kit.

switch point and is much easier to retrofit to existing switch points. It allows for up to ¼ in. of vertical roller height adjustment, is fully Buy America compliant, and is simple

to maintain.

In spite of global supply disruptions brought about by COVID-19, voestalpine Nortrak said the market is performing

Atlantic Track Atlantic Track is diligently working to expand its footprint in the special trackwork industry. Technology-driven methods have fueled Atlantic Track’s research and development efforts. Through specialized software, new product concepts or procedural changes to improve an existing product no longer require months or even years to develop.

With the help of 3-D animations and modeling, engineering can now progress past the potential feasibility of a concept without the significant time and resources once needed to achieve the same results.

While nothing will ever replace “in-track testing”, the quality and quantity of new concepts come to the forefront at an accelerated rate in comparison to past practices.

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ANNOUNCEMENT OF AREMA BOARD OF GOVERNORS 2021 ELECTION

Message From The President

THE GOVERNANCE NOMINATING COMMITTEE, chaired by Past President Edward D. Sparks, II, P.E., has completed its task and the following nominee has been officially re-elected: Mr. Gerhard M. Williams, III, Vice President and Chief Engineer, Amtrak GOVERNOR (2021-2024) Williams will continue his Board of Governors position after the AREMA 2021 Virtual Conference, which is being held SEPT. 26-29.

Gerhard “Gery” M. Williams, III, was named Vice President, Chief Engineer, at Amtrak in 2017. In 2014, he became Vice President of Mechanical Operations at CSX Transportation, where he reported to the COO and was leader of a team of 3,800 employees responsible for the maintenance and repair of 4,000 locomotives and 66,000 railcars. He was accountable for the safety, reliability, and efficiency of operations with an $800 million budget. Gery started his career at CSX Transportation in 1989. He graduated with his B.S. in Commerce and Engineering from Drexel University and earned his MBA in Marketing from Claremont Graduate University.

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VICTOR R. BABIN AREMA President 2020-21

W

henever I seek to learn about or apply a railway technology, maintenance, or inspection practice, or whenever I seek to find a solution to an unfamiliar railway issue, I turn to the AREMA body of knowledge first. If I can’t find the answers I need in the “Communications & Signals Manual”, the “Manual for Railway Engineering” or other AREMA guides and publications, I might peruse the annual conference or symposium proceedings to find out what others have done related to the topic of concern. On those rare occasions when I cannot find the answer, I might call upon the extensive network of colleagues in the industry that I have befriended at AREMA committee meetings, seminars and conferences. If the information I am pursuing is not published by AREMA, I’ll contact the appropriate Committee or Functional Group leader to suggest development of new manual material. Suggestions received by committee chairs are often the seeds that mature into new manual content. Committee members frequently bring innovations and best practices from their workplace to AREMA so that all may benefit from the shared knowledge. I encourage all of you to take these approaches when you have an innovation or are searching for answers. I also hope you will take advantage of a new feature on our publications webpage that asks: “We welcome your input.

Do you have technical questions, educational or manual topics or other suggestions? Email us.” Your inquiries and suggestions contribute to the common good of our industry and profession and further AREMA’s mission to advance technical and practical knowledge

of design, construction, and maintenance of railway infrastructure.

Most would agree that information technology (IT) continues to be the most rapidly advancing and expanding discipline in general industry. It is certainly pervasive in railway engineering and maintenance. Each month, trade periodicals discuss new applications of IT to railway infrastructure. We regularly read use cases for data analytics to determine how best to predict and prevent failures before they happen and to determine where maintenance is most needed in our efforts to allocate resources as efficiently as possible. The railway industry continues to apply more sensors, detectors, diagnostic and inspection equipment on the wayside to monitor and analyze the health, security, and proper operation of critical assets. These conditions are communicated to maintenance, operations, and security staff via an extensive and ever-growing variety of radio and ground-based mediums.

On passenger and transit lines, we find IT in fare collection, passenger information and assistance systems, access control, wayside intrusion detection systems, and fire and life safety systems as well as train location and arrival apps used by our patrons. Many railroads use computer programs to model train operations and optimize meet and pass planning. Electric railroads dynamically model the performance of traction power systems to ensure adequate and reliable electrical power.

Supervisory control and data acquisition systems monitor and control electrical substations, tunnel ventilation systems, and movable bridges. Computer-aided dispatching, backoffice systems, and control cab training simulators are yet another form of IT. Where does one begin research to develop specifications and application requirements and learn the nuances of this burgeoning array of existing and emerging technologies? Senior leadership at AREMA discussed and explored this question at length and determined that there is a great need for a repository of IT knowledge specifically related to the railroad wayside.

In June, the AREMA Functional Group Board of Directors gave the green light to the formation of Technical Committee 35 Information Technology. The committee’s purpose will be to continually review current and new information technology applications for monitoring and maintaining wayside infrastructure and passenger facilities, service and assistance systems, and to recommend July 2021 // Railway Track & Structures 35

industry practices with the overall goal of improving the safety, efficiency, reliability, and quality of train operations and services.

Committee 35 will be part of the renamed Communications, Signals and Information Technology Functional Group (CS&IT).

AREMA is actively seeking and recruiting participants to develop the information technology body of knowledge that railway

professionals will find to be an essential reference in our industry’s quest to be ever more reliable, more efficient, and safer than other modes of transportation. We have spoken with several freight and commuter railroads, consulting firms, and suppliers about this initiative and there is great enthusiasm for our newest endeavor. If you are an IT professional, join our newest technical committee and find

out why thousands of other railway engineers look to AREMA as their key resource for technical knowledge and career enhancement.

Make sure your colleagues are aware of this exciting opportunity. Pass along this article, encourage your information technology associates to contact AREMA headquarters to sign up and to be a part of our journey into the future.

UPCOMING COMMITTEE MEETINGS 2021 MEETINGS AUG. 10-11

SEPT. 21-22

SEPT. 28

Committee 1 Roadway Ballast Atlanta, Ga.

Committee 37 Signal Systems Indianapolis, Ind.

Committee 13 - Environmental Virtual Meeting in conjunction with AREMA Virtual Conference

SEPT. 14-15

SEPT. 21-22

SEPT. 28

Committee 15 Steel Structures Virtual Meeting

Committee 38 - Information, Defect Detection & Energy Systems Indianapolis, Ind.

Committee 27 - Maintenance of Way Work Equipment Virtual Meeting in conjunction with AREMA Virtual Conference

SEPT. 16-17

SEPT. 25-30

Committee 8 - Concrete Structures & Foundations Sandpoint, Idaho

Committee 5 - Track Virtual Meeting

SEPT. 20-21 Committee 36 - Highway-Rail Grade Crossing Warning Systems Indianapolis, Ind.

SEPT. 26 Committee 12 - Rail Transit Virtual Meeting in conjunction with AREMA Virtual Conference

2022 MEETINGS FEB. 8-9

MAY 16-18

MAY 17-18

Committee 15 - Steel Structures Fort Worth, Texas

Committee 15 Track New Orleans, La.

Committee 15 - Steel Structures Chicago, Ill.

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.

FYI

Register now for the AREMA 2021 Virtual Conference. Take advantage of the discounted rates by registering before Aug. 26. We look forward to seeing you online Sept. 26-30.

O rder th e 2021 M an ual for Railway Engineering now. With more than 40 new or revised Parts, it’s the perfect time to get the 2021 Manual. Order online now at www.arema.org or contact publications@ 36 Railway Track & Structures // July 2021

Be sure all AREMA 2021 Virtual Conference attendees see you by advertising in the 2021 AREMA Conference Proceedings. Visit www.arema.org for more information on advertising rates.

Want to generate leads, promote a product, and reach a target audience? Sign up for sponsorship at the AREMA 2021 Virtual Conference. Please visit www.conference. arema.org or contact lmcnicholas@arema. org for more information on sponsorship investment opportunities.

Leverage the power of your trusted association’s Railway Careers Network to tap into a talent pool of job candidates with the training and education needed for longterm success. Visit www.arema.org/careers to post your job today.

Help support the next generation of railway engineers by donating to the AREMA Educational Foundation. Your generosity helps provide scholarships and build programs to lead students to the profession.

Donate now at www.aremafoundation.org.

arema.org for more details.

rtands.com

GETTING TO KNOW

Committee 33 Chair Jonathan Schmidt and leadership roles. I volunteered and was elected as secretary, and I now have the honor to serve as chair.

JONATHAN C. SCHMIDT, P.E. Vice President AECOM

A

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

SCHMIDT: I think, like many, a career in railway engineering chose me.

AREMA: How did you get started?

SCHMIDT: I graduated from the University of Illinois with a degree in Civil Engineering and began my career doing structural design for Boeing Commercial Aircraft. It was fascinating work, but I missed concrete and steel. After three years, I switched to a more “civil” path and focused on bridge structural design and inspection with AECOM. This led to opportunities in railway structural design, freight rail public improvements and catenary design for electrified railroads.

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

SCHMIDT: The more railway work I did, the more interested I became in the perspective and insights of other engineers and railway clients. AREMA seemed like a great way to learn more and meet others in the industry.

I started attending the annual conference and realized the valuable work being done in AREMA’s committees. I joined Committee 33 - Electric Energy Utilization, and after several years I concluded that the next step should be to offer my support. We are a smaller committee and are always looking for those willing to take on subcommittee rtands.com

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

SCHMIDT: I’ve served as a high school youth leader at our church for 20 years. It keeps me young and serves as a great counterbalance to the daily life of an engineer.

I also began Tang Soo Do (Korean form of karate) a couple of years ago to share a hobby with my kids. This has been a great blessing in the era of COVID-19, as I was able to spend time practicing at home with them. It’s provided great motivation to stay healthy and has been fun to learn something new. Trust me, it’s not like Kramer’s experience on “Seinfeld”.

AREMA: Tell us about your family.

SCHMIDT: I’ve been married to my wife, Jen, for 23 years and have three children: Ryan (17), Savannah (14), and Toby (10).

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

SCHMIDT: I have an identical twin (Jeff) who lives in Seattle and also is a civil engineer. We have had several industry crossovers, including a crazy coincidence that was featured on the website for the radio program “This American Life”. If you see me around and I don’t respond to, “Hey, Jon,” you may try again with, “Hey, Jeff,” and see if that works.

AREMA: What is your biggest achievement?

SCHMIDT: My most rewarding achievement would be helping to develop the AECOM Rail Systems team in our Philadelphia office. I love working with young engineers to grow careers in the industry and build a team that supports each other and works well together. I firmly believe that all project success is a result of the people on the project.

SCHMIDT: Find what interests you, but never shut the door on an opportunity to learn something new or embrace a new challenge. I didn’t even know what catenary was when I agreed to work on my first catenary project 20 years ago. What I discovered was a unique field that has fueled my career.

I also would recommend training your replacement. Share your knowledge and skills as your career develops with others around you. It provides them with new opportunities and creates flexibility for you to conquer the next challenge.

PROFESSIONAL DEVELOPMENT AREMA is focused on your education and helping you advance in the railway industry.

A R EM A’s c o nve n i e nt we b i n a r s provide Professional Development Hours (PDH) to ser ve your educational needs.

Design & Construction of Highway/ Railway Grade Crossings Date: Tuesday, Aug. 3 Time: 2-3:30 p.m. ET PDH: 1.5 Critical Geometry Defects Webinar Date: Wednesday, Nov. 3 Time: 2-3:15 p.m. ET PDH: 1.25 These courses are comprised of r e c o m m e n d e d p ra c t i c e s a n d relevant accumulated knowledge from subject matter exper ts in the railroad industr y. They are n ot i nte n d e d a s a re g u l ato r y qualification.

For more information on our educational programs and to register, please visit www.arema.org.

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

July 2021 // Railway Track & Structures 37

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AD INDEX

FAX #

COMPANY

PHONE #

American Concrete Enterprise

402-339-3670

AREMA Marketing Department

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BNSF

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817-352-7924

Canadian Pacific

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CN

888-888-5909

Danella Rental Systems

561-743-7373

Florida Central Railroad

E-MAIL ADDRESS

PAGE #

bhutchinson@enterprise-properties.com

30

marketing@arema.org

19,C3

media@bnsf.com

9

Jeremy_Berry@cpr.ca

15 11

SBolte@danella.com

34

407-880-8500

csagent@fcrr.com

13

G&W Railroad Services Inc

203-202-8900

203-656-1092

corpcomm@gwrr.com

16

Gradall Exacavator

800-445-4752

330-339-8468

gradall.com

C2

Hanson Professional Services Inc

217-788-2450

217-788-2503

nfo@hanson-inc.com

10

Holland Co

708-672-2300

708-672-0119

rgehl@hollandco.com

6

Hougen Manufacturing Company

866-245-3745

800-309-3299

info@trak-star.com

25

J LanFranco Fastener Systems Inc

855 -694-3250

613 632-4122

jbaines@jlanfranco.com

28

L B Foster Company

412-928-3506

412-928-3512

glippard@lbfoster.com

18,29

Plasser American Corp

757-543-3526

757-494-7186

plasseramerican@plausa.com

20-21

Progress Rail A Caterpillar Company

256-505-6402

256-505-6051

info@progressrail.com

27

Racine Railroad Products, Inc.

262-637-9681

262-637-9069

custserv@racinerailroad.com

7

RailPros

682-223-6897

www.railpros.com

14

bbrundige@sb-reb-com

24,33

info@sandcco.com

29

cbeyah@up.com

17

gord.weatherly@voestalpine.com

C4

561-743-1973

12

Norfolk Southern

Railway Education Bureau The

402-346-4300

402-346-1783

S & C Distribution Company

708-444-4908

708-444-4908

Union Pacific

402-544-3560

voestalpine Nortrak, Inc.

307-778-8700

307-778-87777

Advertising Sales MAIN OFFICE JONATHAN CHALON Publisher 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, JONATHAN CHALON 88 Pine St., 23rd Floor New York, NY 10005 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com

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July 2021 // Railway Track & Structures 39

LAST STOP

‘Alarmed and appalled’ Track inspectors and supervisors at NYC Transit have endangered public safety

By David C. Lester, Managing Editor

A

n RT&S website news story on June 4 quoted MTA Inspector General Carolyn Pokorny as “alarmed and appalled” because during an 11-month surveillance period, seven NYC Transit elevated line track inspectors never completed inspections reported as done.

Amont the findings in the report were: • All seven inspectors failed to complete the inspections they reported on their Inspection Reporting Forms, in violation of NYC Transit Rules & Regulations rule 5(a); • All seven inspectors submitted time sheets reporting that they had completed a full day’s work as an inspector and were paid in violation of NYC Transit Rules & Regulations 6(b); • All inspectors submitted false Inspection Reporting Forms to claim that they had completed inspections that they had not, in violation of NYC Transit Rules & Regulations rule 8(a); • To varying degrees, Inspectors 1-6 used their personal cellphones during the hours that they were purportedly conducting inspections which would have undoubtedly distracted them from their work in violation of NYC Transit Rules & Regulations rule 11(e) and the Department of Subways Maintenance of Way/Station Environment Maintenance Safety Rule Book, Chapter 5, Rule 5.36. (Ed. Note: the report stated that the OIG had not received Inspector 7’s cellular phone records as of publication date); and • Inspectors 1-7 failed to cooperate with the OIG investigation when they offered evasive and incredible responses during their interviews in violation of NYC Transit Rules & Regulations Rule 4(e) and the MTA AllAgency Code of Ethics § 1.07.

The OIG began the investigation after reports of objects falling from the elevated line onto streets below, causing injuries and property damage. The OIG’s office couldn’t understand why debris was falling when the NYC track inspectors walked their assigned sections of the railroad twice each week.

There is much more detail about the allegations against the track inspectors in two MTA reports. MTA/OIG Report #2021-03 (https:// mtaig.state.ny.us/Reports/21-03.pdf) and MTA/OIG Report #2020-29 (https://mtaig.

40 Railway Track & Structures // July 2021

state.ny.us/Reports/21-03.pdf) are available on the MTA website.

History is replete with examples of transportation accidents caused by failure to do a job or lack of attention to the job. We’ve had high-speed and regular-speed passenger trains rounding curves too fast, forcing the trains to fly off the tracks and usually killing the locomotive crew, along with tens or hundreds of crew and passengers aboard. A recent report on the Mexico City subway bridge collapse said that poor quality construction created a situation the bridge ultimately could not sustain, causing it to collapse and kill 26 people as a train began rolling over it. Thankfully, the failure of the NYC Transit inspectors to do their jobs, as far as we know, hasn’t resulted in any accidents or casualties. However, if just seven of the total number of track inspectors were deficient, who knows how widespread the issue is?

I wonder if those charged with transportation safety realize how devastating and gruesome many casualties and fatalities in transportation accidents can be. The New York Times recently reported that after the Mexico City accident, a young passenger aboard the train, covered in bodies, reached up and “her outstretched hands felt what seemed to be the straps of her sister’s backpack. As she pulled, she said, she discovered they were the entrails of another passenger.”

An accident report from a late 20th-century U.S. passenger train derailment had a brief description of “medical and pathological information” from the accident: “The injuries to passengers and crew members included fractured skulls, spines, arms, ribs, and pelvises; back, shoulder, chest, leg, and ankle injuries; and cuts and abrasions. One passenger died from multiple trauma, one from a head injury, one from multiple trauma, evisceration (disembowelment), and a skull fracture, and one from multiple trauma and a chest injury. One crew member died from multiple trauma and a skull fracture, and another died from multiple trauma and head and chest injuries.” All of the tragedy and suffering in this accident arose from one operating mistake.

Where were the track supervisors in all of this? What about NYC Transit’s middle and senior management? What about MTA management? Top management demanding

proper enforcement could eliminate this mess. And, based on what I’ve read, there is too much reliance on mobile app technology to monitor and manage the inspectors.

Moreover, this is not even very effective because an agreement between the union and New York Transit prohibits the use of GPS locator functionality on MTA-issued cellphones to keep track of where a track inspector is. Is that good for anyone, given the importance of this work?

Is the old-fashioned principle of “management by walking around” no longer valid? I realize the track supervisors would have to walk a lot of territory, which may not be practical. Still, they could undoubtedly ride aboard trains to look for and monitor inspectors to ensure they’re in their assigned section and doing their jobs.

The apparent lack of attention to employees’ work is almost as disturbing as the failure of the track inspectors to perform their jobs.

I’m sure there are plenty of dedicated track inspectors and track supervisors at NYC Transit that perform their jobs well and do everything they can to ensure the safety of passengers, crews, and pedestrians who walk or work near the line. However, as we all know, it only takes one instance of abdicating responsibility to cause a catastrophe. We have enough horrible things going on globally without worrying about things like this that we can easily prevent if people do their jobs and do them right.

David C. Lester

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