RTS November 2023

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CONTENTS

November 2023

21 COLUMNS Notebook 3 Editor’s RT&S Year in Review the Dome 32 From Systems Management Cover:

All of our features this month address an aspect of track maintenance.

When they all come together, the cover shows the end result.

For stories, see pages 8, 14, 21, 23, 25

DEPARTMENTS Operated by Ensco 4 TTC High-Speed Adjustable Perturbation Test Track for Vehicle Testing at TTC Gallery 18 Image Just for Fun

26 AREMA Message from the President

FEATURES

8

CWR in Winter Rail Repairs and RNT

14

Under-Tie Pads Resilient Materials Make an Impact

21

Vendor Product Spotlight Track Geometry

4

23

Vendor Product Spotlight Hi-Rail Gear

25

Vendor Product Spotlight Ditching & Drainage Follow Us On Social Media @RTSMag

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November 2023 // Railway Track & Structures 1

EDITOR’S NOTEBOOK

RT&S Year in Review Vol. 119, No. 11 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 1025 Rose Creek Drive Suite 620-121 Woodstock, GA 30189 Telephone (470) 865-0933 Website www.rtands.com DAVID C. LESTER Editor-in-Chief dlester@sbpub.com JENNIFER McLAWHORN Managing Editor jmclawhorn@sbpub.com EDITORIAL BOARD David Clarke, University of Tennessee Brad Kerchof, formerly Norfolk Southern William Riehl, Genesee & Wyoming/AREMA Scott Sandoval, Genesee & Wyoming Robert Tuzik, Talus Associates Gary Wolf, Wolf Railway Consulting CORPORATE OFFICES 1809 Capitol Avenue Omaha, NE 68102 Telephone (212) 620-7200 Fax (212) 633-1165 ARTHUR J. MCGINNIS, JR. President and Chairman JONATHAN CHALON Publisher MARY CONYERS Production Director NICOLE D’ANTONA Art Director HILLARY COLEMAN Graphic Designer JO ANN BINZ Circulation Director MICHELLE ZOLKOS Conference Director CUSTOMER SERVICE: 847-559-7372 Reprints: PARS International Corp.

253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com

T

his is my 12th issue of RT&S as Editor, and I believe we’ve had a solid year. The year has been challenging, yet productive. The major accomplishments of the last 12 months include hiring a very capable Managing Editor in Jennifer McLawhorn. Jennifer has not only distinguished herself as an excellent writer, but she also quickly developed a “nose for news” that is within the magazine’s scope of coverage. She also dove right in and became a valued member of teams putting together Women In Rail and other conferences produced by the Rail Group and has taken our social media presence from the ashes, with her efforts resulting in our gaining new followers nearly every day.

Other achievements this year include having six distinguished industry leaders graciously agree to serve on our newly created Editorial Board, and partnering with Wheel Rail Seminars to be the presenting sponsor for the Heavy Haul session, beginning with the 29th Wheel Rail Interaction Conference to be held in Chicago from May 21-24, 2024.

We also have a representative on our Board who is serving as a Senior Vice President for AREMA this year. We are very grateful to AREMA for allowing one of its leaders to serve one-year terms on our Board. This year, Bill Riehl of Genesee & Wyoming will represent himself and AREMA in his work

on behalf of the magazine.

We’ve added two additional topics to the RT&S scope of coverage –– railroad passenger stations and communications & signals, as these are vital components of railroad infrastructure. While we introduced material on passenger stations in our October issue, we haven’t yet done much reporting on C&S. Look for that to change in 2024.

I owe special thanks to Robert Tuzik, Gary Wolf, and Brad Kerchof for being key advisors and friends as I navigated rail infrastructure and maintenance-of-way topics in more depth than I ever had before.

I greatly appreciate the support of our advertisers and conference sponsors. Their support throughout the year enables us to improve the quality of our publications, virtual conferences, and other endeavors we undertake to do the best possible job of reporting on railroad engineering and maintenance-of-way.

Finally, I’m very grateful to Bill Vantuono for recommending me and Jonathan Chalon for choosing me to lead the magazine for the remainder of this decade and into the next, as well as for their leadership, guidance, and counsel during this first year. The Simmons Boardman teams for Railway Age and International Railway Journal along with the Art Department and other areas that make a company like this run have also been very helpful and welcoming, and I am proud to call them colleagues.

We have some new things for 2024 in the planning stages aimed at fulfilling my number one goal, which is to improve the quality of our magazine and increase its value to our readers. We appreciate the breadth and quality of our readership and strive every day to ensure that Railway Track & Structures, both digital and print, is worthy of your time and is a publication you can rely on for the latest news, information, and research.

DAVID C. LESTER 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, 1809 Capitol Avenue, Omaha, NE 68102. Printed in the U.S.A. Periodicals postage paid at Omaha, NE, and additional mailing offices.

Pricing: Qualified individual and railroad employees may request a free subscription. Printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only.

COPYRIGHT © Simmons-Boardman Publishing Corporation 2023. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For subscriptions and address changes, Please call 847-559-7372, Fax +1 (847) 291-4816, e-mail rtands@omeda.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 239, Lincolnshire IL 60069-0239 USA. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 239, Lincolnshire IL 60069-0239 USA.

November 2023 // Railway Track & Structures 3

TTC OPERATED BY ENSCO

High-Speed Adjustable Perturbation Test Track for Vehicle Testing at the Transportation Technology Center Ground Truth Measurement Advances Research Radim Bruzek, R&D Program Manager, ENSCO, Inc., Springfield, VA Sean Woods, R&D Project Manager, ENSCO, Inc., Pueblo, CO Jennifer Zahacewski, Project Manager, ENSCO, Inc., Chambersburg, PA Alexandra D’Andrea, Program Manager, Track Research Division, Federal Railroad Administration Office of Research, Development, and Technology, Washington, DC

Figure 1. HS-APTT at the RTT Loop at the TTC

S

everal years ago, the Federal Railroad Administration (FRA) installed a specially designed adjustable track at the Transportation Technology Center (TTC) in Pueblo, Colo. This track, referred to as the High-Speed Adjustable Perturbation Test Track (HS-APTT), can be configured to introduce known geometry perturbations.

The HS-APTT, shown in Figure 1, consists of a 500-foot-long tangent slab track within the Railroad Test Track Loop (RTT) with

4 Railway Track & Structures // November 2023

specially designed steel cross ties, tie plates, and fasteners which allow adjustments to the profile, alignment, crosslevel, and gauge.

Vertical deviations, up to a maximum of ±2 inches can be created by installing shim plates between the tie and tie plate in increments of 1/16-inch. Lateral deviations, up to a maximum of ±1.5 inches, are made by moving the tie plate to the gauge or field sides in increments of 1/4-inch. The adjustment mechanism is illustrated in Figure 2.

Profile, alignment, gauge, and crosslevel perturbations with desired amplitudes and wavelengths are introduced into the track by making required adjustments at multiple ties. In addition, track properties such as resiliency and damping can be adjusted and controlled. The ability to precisely introduce geometry perturbations into the track allows researchers to study vehicle response to known track inputs and to evaluate the accuracy of various Track Geometry Measurement Systems (TGMS).

To use the adjustable slab track as a controlled test bed, the introduced track geometry must be precisely known. The process of introducing perturbations into the track does provide a high degree of control over the geometry. However, inconsistencies in the slab and small variations in the fasteners result in slight deviations between the true installed geometry and the installation plan. Therefore, geometry must be measured directly, as opposed to being inferred from the configuration of the track fasteners and tie plates. The process of precisely determining the actual track geometry is known as ground truth measurement. This ground truth is then used as the standard for assessing the accuracy of a track geometry system or for any other uses of the adjustable slab track.

Initially the ground truth track geometry was determined using total stationbased surveying approaches. However, this process was time consuming and susceptible to loss of accuracy due to wind and heat mirage. Additionally, this approach was not accurate enough to evaluate typical vehicle mounted track measurement systems. A fast and accurate method of measuring the ground truth track geometry was needed.

FRA contracted ENSCO to evaluate existing solutions for ground truth measurement of the HS-APTT. The evaluation criteria were ease of setup and use, high accuracy, and the ability to independently verify the geometry parameters. ENSCO’s investigation of existing survey technologies found no viable solution, mainly due to insufficient accuracy over the length of the 500‐foot section of track, and concerns about traceability of the measurements. Intellectual rtands.com

TTC OPERATED BY ENSCO

property concerns with the manufacturers would have prevented independent validation of the raw measurements and the processed outputs. As a result, FRA asked ENSCO to develop a suitable custom solution, the Ground Truth Measurement System (GTMS).

The GTMS consists of a three-wheeled measurement cart designed to minimize weight and ensure the frame provides a stable platform under any combination of profile perturbations installed on the test track. The cart contains four high-accuracy laser profile scanners, two for locating the left and right rail heads, and two for locating reference monuments permanently installed on the steel ties of the HS-APTT. The beam is attached to the cart frame via rubber isolators to reduce the effect of any unintended shock the cart may experience.

The user interface is a custom software module which provides a live view of the rail head and monument targets on the ties to give the operator continuous feedback on the clarity of the scanners’ targets. The operator can review the image to confirm it’s good quality and that the rails and the monuments are clear of ballast, vegetation, or other debris that may obstruct the view prior to recording the data. The GTMS cart in operation is shown in Figure 3.

In addition to operations on the existing tangent adjustable slab track, the cart was designed to operate on a planned adjustable curve track in the future. The adjustable curve track will be a 1.25-degree curve on the RTT near the tangent track and use a similar track-bed design with steel ties embedded in a concrete slab. The design of the measurement cart uses two doubleflanged wheels on one side to keep the cart tracking along the left rail. To accommodate 1.25-degree curvature while still tracking along the left rail, a small clearance between the wheel flanges and the rail was added to prevent wheel binding in curve.

The GTMS achieves very high accuracy because it only uses laser profile scanners to determine the relative position of the rail heads from the reference monuments. The GTMS does not include any inertial system and the results are not affected by any potential errors in inertial calculations and corrections. However, to achieve the highest levels of accuracy, the position of reference monuments must be precisely known, and the ground truth cart must be accurately calibrated prior to use.

The reference monuments consist of a pair of 1.5-inch steel cubes welded to each rtands.com

Figure 2. HS-APTT Vertical and Lateral Adjustment Mechanism

Figure 3. Ground Truth Measurement System in Operation on the HS-APTT

steel tie. This installation is less likely to be disturbed by track work, rail traffic, and other testing activities. The exact position of the monuments is determined through high precision surveying as shown in Figure 4. The monuments’ measurements are collected once a year to account for track settling or other changes in position.

The monument survey is also conducted any time there is a reason to believe the position of the monuments has changed.

The monument coordinates are used each time the measurement cart collects ground truth data.

ENSCO designed a special calibration bar to calibrate the measurement cart. The bar is made of two rectangular carbon fiber tubes with right-angle targets located at each end, near where the rail heads would be when the bar is placed on the track. Because the field of view of the rail and monument scanners do not overlap, two additional targets were November 2023 // Railway Track & Structures 5

TTC OPERATED BY ENSCO

added to the calibration bar to accurately align the monument scanners. The calibration bar is shown in Figure 5. Prior to use, this bar is precisely measured in a metrology laboratory using a Coordinate Measuring Machine (CMM) so that the known dimensions can be used by the GTMS to align the scanners and correct any internal offsets. Carbon fiber tubing was selected for the design because of its extremely low coefficient of thermal expansion. This approach minimizes error introduced due to thermal expansion between when the calibration bar is measured with a CMM and when it is used to calibrate the GTMS in the field.

GTMS calibration is performed before each ground truth survey.

FRA has utilized the HS-APTT to assess and advance the accuracy of the TGMS systems deployed in its inspection fleet, including the DOTX 216. In the spring of 2024, ENSCO will conduct extensive testing on the HS-APTT involving a fully instrumented tank car with instrumented wheelsets (IWS). This testing, which is part of ongoing FRA tank car research,

Figure 4. High Precision Survey of Reference Monuments (Cylinders fit over the survey cubes)

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TTC OPERATED BY ENSCO

TGMS development, assessment, and calibration as well as precisely controlled vehicle track interaction research.

The authors would like to acknowledge Ali Tajaddini, formerly of FRA’s Track Research Division, for his role in identifying the need for this test bed and guiding its construction and validation. Further, the HS-APTT is a tour stop during the TTC First Annual Conference & Tour on November 7-8 where attendees can walk the track and see it up close. More information can be found at ttc-conference.com.

Figure 5. Carbon Fiber Calibration Bar

will analyze vehicle response and wheel forces under specific combinations of track geometry perturbations and train handling scenarios. This effort will enhance understanding of tank car and rail system

behavior and resilience in potentially dangerous operating conditions.

The HS-APTT at TTC, along with its planned addition of an adjustable curve track, represents a unique capability for

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November 2023 // Railway Track & Structures 7

CWR IN WINTER

CWR IN WINTER:

RAIL REPAIRS AND RNT

T

his article presents an engineering analysis of the thermal behavior of track. The results provide a rigorous basis for managing rail neutral temperature (RNT) after repairs to winter rail breaks. An illustrative example is provided.

Rail steel, like most metal materials, expands when heated and contracts when cooled. When rail is subjected to temperature variations, it moves relative to the ground surface. But it does not move freely because it is connected to ties that are embedded in ballast. As shown in Figure 1, this restraint from the ballast causes axial forces to develop in the rail.

Drawing C, shaded green, illustrates the track segment at its natural, unstressed length: 8 Railway Track & Structures // November 2023

that is, at its rail neutral temperature or RNT. Drawing B shows the segment at its freely expanded, unrestrained length associated with some temperature above its RNT. Drawing D shows the segment at its freely contracted, unrestrained length associated with some temperature below its RNT. When considering drawings B and D, one should imagine that the track segment is not installed in ballast, rather the bottoms of the ties rest upon a frictionless surface. This allows the steel rail to assume the length it would naturally have at the given temperatures above or below its RNT. Stated another way, drawings B and D show the rail “where it wants to be” at those temperatures— longer and stress-free when heated above its

RNT or shorter and stress-free when cooled below its RNT. Now consider that the ties are confined within deformable ballast, and, by various means, the rail is attached to the ties.

Consequently, the rail cannot be “where it wants to be.” Drawing A, shaded orange in Figure 1, shows the final deformed position of the rail at a given temperature above its RNT. The rail is held shorter than “where it wants to be” by some amount that depends upon the movement between the ties and ballast and the movement between the rail and the ties.

It is being restrained and experiences axial compressive force as a result.

Drawing E, shaded blue in Figure 1, shows rtands.com

Photo Credit: Shutterstock.com/Stock video footage

By Gary T. Fry, Ph.D., P.E.

CWR IN WINTER

the final deformed position of the rail at a given temperature below its RNT. The rail is held longer than “where it wants to be” by some amount that similarly depends upon the movement between the ties and ballast and the movement between the rail and the ties. It is being restrained and experiences axial tensile force as a result.

Let L0 denote the length of the track segment at neutral repose when the rail temperature is equal to its RNT—Figure 1(c). Let LU denote the unrestrained length of the track segment at a given rail temperature, TR, that is either above or below the RNT. The length, LU, can be calculated simply using Equation 1, which can be found in any undergraduate engineering mechanics of materials textbook.

Equation 1 Here, α is the linear coefficient of thermal expansion for the rail steel (6.5x10-6 in./in./°F) and ΔT is the difference between a given temperature of the rail, TR, and its RNT: i.e., ΔT=RNT - TR. Substituting these variables into Equation 1 gives Equation 2 with TR and RNT given in °F and L0 and LU given in inches.

Figure 1. Schematic drawings of thermal expansion and contraction of track.

(Courtesy of Gary T. Fry.)

Equation 2

When the rail temperature is above its RNT, ΔT is negative-valued, and LU is longer than L0—Figure 1(b). When the rail temperature is below its RNT, ΔT is positive-valued, and LU is shorter than L0—Figure 1(d).

Thermal Force in a Fully Restrained Rail There is a limiting case of restraint for a rail wherein the rail is not permitted to change length when the rail temperature is either above or below its RNT. In this case, the rail is said to be fully restrained against axial deformation.

The resulting fully restrained axial force in the rail, PFR, is calculated using Equation 3, which can be found in any undergraduate engineering mechanics of materials textbook. A negative value for PFR indicates a compressive axial force in the rail. A positive value for PFR indicates a tensile axial force in the rail.

Equation 3 In Equation 3, E is the elastic modulus for the rail steel (30,000 ksi), and A is the crosssectional area of the rail section. Equation 4 is the result with rail steel material properties substituted into Equation 3. The cross-sectional area in Equation 4 is given in square inches. The temperature variables, TR and RNT, are given in °F. Equation 4 will give PFR in units of kips. rtands.com

Equation 5 Equation 6

Equation 4

Table 1 lists the cross-sectional areas for a few common rail sections used in the U.S. Equation 5 is an example calculation of PFR for a 136RE rail section with an RNT of 95°F and TR of -50°F. The result is 377 kips.

The fully restrained axial stress in this rail, σFR, is given in Equation 6. The result is 28.3 ksi. It should be noted that the proportional limit for rail steels exceeds 90 ksi.

Therefore, even under the most severe fully restrained tensile thermal loading conditions, rails will remain well within linear elastic limits of axial deformation.

Structural Analysis of a Short Track Segment Under Thermal Contraction Figure 2 shows illustrations of the behavior of a short length of track under cold winter temperatures (i.e., TR well below the RNT). As shown in Figure 2, this track segment comprises only 10 ties between the free ends of the rail.

In Figure 2, the variables L0 and LU have the same definitions as introduced above and represented in Equations 1 and 2. It remains to determine the final restrained length of the rail, LR, which is much less straightforward than calculating LU. This is because LR depends upon highly nonlinear interactions between the track and the ballast—specifically contact between ballast particles and the faces of the ties and contact among the ballast November 2023 // Railway Track & Structures 9

CWR IN WINTER

mechanics of materials textbook.

Equation 7

In Equation 7, RB is the effective ballast resistance force at a rail seat (for example, 0.6 kips for timber ties with rail anchors), s is the center-to-center tie spacing, E is the elastic modulus for the rail steel (30,000 ksi), and A is the cross-sectional area of the rail section.

Equations 2 and 7 are combined to determine LR in Equation 8.

Equation 8

Equation 9 shows the result after substituting values from the example in Equation 5, assuming a tie spacing of 20 in. (i.e., L0 = 180 in.), and RB = 0.6 kips.

Equation 9

Figure 2. Illustrations of “short” track behavior under cold winter temperatures.

(Courtesy of Gary T. Fry.)

particles; see Figure 2(c).

Numerous reports have been reviewed and published describing testing programs that investigated the longitudinal force interactions between ties and ballast (e.g., Samavedam et al.

1993, Samavedam et al. 1997, and Xiao 2018).

As a result of these research efforts, the ballast/ tie interaction is generally regarded as being perfectly plastic with an effective ballast resistance at each rail seat, RB, that depends upon the track type and condition—for example, timber ties or concrete ties.

For timber tie tracks with rail anchors at every rail seat, RB can be estimated as 0.6 kips applied to the rail at each rail seat (e.g., Samavedam et al. 1993, Samavedam et al.

1997). Read et al. (2012) provide a table of ballast resistance values for various track types and conditions that is based on fullscale testing, including tests in revenue service. It should be noted for a given track type and condition, the ballast resistance values are higher when the ballast is partially or fully frozen. Reasonable estimates for this effect are 50% and 100% increases for partially 10 Railway Track & Structures // November 2023

and fully frozen ballast respectively.

The perfectly plastic assumption for RB essentially renders the problem to be statically determinant and allows immediate construction of the free body diagrams and axial force diagram illustrated in Figures 2(d)-(f). In Figure 2(f), static equilibrium dictates that the maximum tensile force that can ever develop in this short rail segment with free ends is 5 RB—a result that is independent of rail temperature, RNT, or rail size. For timber tie track, this is roughly 5×0.6=3 kips. Referring again to the example calculation in Equation 5, the fully restrained tensile force, PFR, that develops when LR = L0 is more than 100 times this value. Clearly then, LR is less than L0 in Figure 2. Aided by Figure 2(f), LR can be calculated.

Assuming that the rail in this situation is a linear-elastic, uniaxial body, Figure 2(f) can be used to calculate the axial deformation within the restrained rail, δR, as the summation of the axial deformations of each rail segment between the centers of the ties— Equation 7. The basis for this calculation can be found in any undergraduate engineering

Structural Analysis of a Long Track Segment under Thermal Contraction The results in Equations 7 to 9 are specific to the very short segment of track with free ends illustrated in Figure 2. The same basic analysis approach can be applied to describe the behavior of a long track segment. Figure 3 shows rail axial force diagrams for a long track segment on a cold day when TR is well below the rail’s RNT. Figure 3(a) shows rail axial force for an intact rail. Figure 3(b) shows rail axial force for a cut (or broken) rail and also illustrates an exaggerated gap between the cut rail ends.

Hereafter, a “thermally long” rail segment is defined as one that can develop an axial force equal to its fully restrained axial force, PFR, and retain that force level even after the rail is cut in the middle.

Using the definition above, and referring to Figure 3(b), the minimum length for a rail to be considered thermally long, Llong, can be determined by calculating the minimum number of ties activated to develop the fully restrained axial force in the rail, nTA, subtracting one to get the number of cribs, multiplying by the tie spacing, and then multiplying by 4 as shown in Equation 10.

Equation 10

Equation 11 is an example calculation using the values included in Equations 5 and 9. Even in this extreme case (TR=50°F,RNT=95°F,PFR=377 kips), continuous welded rail (CWR) of roughly 3/4-mile rtands.com

CWR IN WINTER

length would be considered thermally long.

Equation 11

Equation 12 is an example where the rail temperature is 15°F and the RNT is 95°F which results in a PFR of 208 kips. In this case, less than 1/2-mile of CWR would be considered thermally long.

Equation 12

Most installations of CWR result in continuous rail lengths in excess of a mile. Therefore, most CWR is expected to experience fully restrained thermal axial forces.

Gap Width in CWR Cut in Winter Figure 3(b) illustrates an exaggerated gap width for CWR that has been cut while TR<RNT. The dimensions below Figure 3(b) provide a direct means of determining the resulting gap width. Equations 13-16 provide the necessary expressions. In Equation 15, nTA is the minimum number of ties required to develop the fully restrained axial force in the rail: Equation 16.

Equation 17 is the simplified form of Equation 15 with the summation resolved, and wherein nTA is simply PFR/RB without rounding up to the nearest integer.

Figure 3. Illustrations of “long” track behavior under cold winter temperatures, including a cut rail. (Courtesy of Gary T. Fry.)

Equation 13 Equation 14 Equation 15

Equation 17 Equation 16 The final gap width expression is given in Equation 18.

Equation 18

RNT Management After Continuous Welded Rail Cut in Cold Weather The analysis provided in Section 3 above provides a fundamental engineering basis for managing the RNT of CWR. Various implementation policies are possible. A convenient tabular approach is provided here as an example.

in strong condition. The rail is AREMA 136RE and anchored at every other tie. The tie spacing is 20 in. We can assume that the ballast is at least partially frozen.

At the time of the rail break, the decision was made to repair the rail by bolting in a plug rail to fit perfectly without pulling the CWR. Orders were issued to return later in the season when the weather was more favorable

to complete a full repair and adjust the CWR to its desired RNT. Subsequently, the repair was completed at a time when the rail temperature was 50°F. Table 2 contains the input data and calculation results for the critical parameters. (Calculation results are in italics.)

The only issue of potential concern in returning to complete the RNT adjustment at a warmer time is that ties affected by the

Illustrative Example: CWR Cut/Break Below Freezing Temperature A CWR rail break occurred at 02:00 on a winter night when the temperature was 15°F. On this segment of track, the railway company maintains the CWR to an RNT of 95°F. The track type comprises timber ties with cut spike fasteners and is considered rtands.com

November 2023 // Railway Track & Structures 11

CWR IN WINTER

Figure 4. Effect of rail traffic on RNT equalization.

(From Read et al. 2012: p. 19, Figure 18. Used by permission of MxV Rail.)

original rail break might not be activated during the repair. This would leave the segment of rail over those ties at a somewhat lower RNT than desired.

As listed in the last row of Table 2, the repair will activate 234 ties on each side of the cut.

If the ballast was not frozen at the time of the original break, the repair would leave 182 ties unadjusted: 416-234=182. If the ballast was partially frozen at the time of the original break, the repair would leave 44 ties unadjusted. If, in fact, the ballast was fully frozen

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at the time of the original break, the repair will ensure full restoration of the RNT along a track segment 26 ties beyond those affected by the original break.

As stated at the beginning of the example, in this case, it is reasonable to assume that the ballast was at least partially frozen at the time of the break. Hence, there is potential concern for a length of 44 ties that the RNT will be below the target after the repair is complete.

There is a common practice by some railways during the repair to de-anchor the rail for a distance away from the cut to allow the final pull to reach further into the originally affected zone of ties. In fact, this does not resolve the issue. Static equilibrium conditions cause the imbalance to index one tie further along the rail remote from the cut for each tie that is de-anchored near the cut; see Figure 3. Results from testing in Samavedam et al. (1997) show this effect clearly. Hence, it is not beneficial, or recommended, to de-anchor the rail for that purpose.

Research suggests strongly that an effective approach to use when the adjustment cannot reach all ties affected by the original rail break

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CWR IN WINTER

is to simply pull a little harder at the time of repair by establishing a slightly wider gap to close than the minimum calculated value— say 10-15% wider. This will accomplish two things. First, the adjustment will reach a little further out from the cut. Second, the repair will setup an RNT imbalance that rail traffic will equalize as evidenced in Figure 4 (Read et al. 2012, p. 19). Figure 4 shows plots of RNT as a function of distance from a repaired CWR cut. The data are from a revenue service testing program. The blue line in the plot shows the RNT immediately after the rail break. The black line is the RNT after the repair and RNT adjustment. It is noted that the repair and adjustment resulted in an RNT gradient being above target near the cut. In the zone between 300 ft and 500 ft from the cut, the issue described above is clear. The RNT is below the target where the repair and adjustment did not activate the remote ties that had been affected by the original break.

Notably, however, after 37 MGT of traffic, the green line shows that RNT is substantially equalized toward the target value along the entire length, which is the end goal.

References 1. Read, David and Andrew Kish. 2012.

“Guidelines for Managing Thermal Forces and Rail Neutral Temperature in Continuous Welded Rail.” R-1003.

Transportation Technology Center, Inc.: Pueblo, Colorado, USA. 2. Samavedam, G., A. Kish, A. Purple, and J. Schoengart. 1993. “Parametric Analysis and Safety Concepts of CWR Track Buckling.” Final Report. Federal Railroad Administration, Washington, D.C. 3. Samavedam, G., J. Gomes, A. Kish, and A. Sluz. 1997. “Investigation on CWR Longitudinal Restraint Behavior in Winter Rail Break and Summer Destressing Operations.” Final Report.

Federal Railroad Administration, Washington, D.C. 4. Xiao, J., H. Liu, P. Wang, G. Liu, J. Xu, and R. Chen. 2018. “Evolution of Longitudinal Resistance Performance of Granular Ballast Track with Durable Dynamic Reciprocated Changes.”

Advances in Materials Science and Engineering, Vol. 2018, pp. 1–11.

Dr. Fry is the Vice President of Fry Technical Services, Inc. (https://www. frytechservices. com/). He has 30 years of experience in research and consulting on the fatigue and fracture behavior of structural metals and weldments. His research results have been incorporated into international codes of practice used in the design of structural components and systems including structural welds, railway and highway bridges, and high-rise commercial buildings in seismic risk zones. He has extensive experience performing in situ testing of railway bridges under live loading of trains, including highspeed passenger trains and heavy-axle-load freight trains. His research, publications, and consulting have advanced the state of the art in structural health monitoring and structural impairment detection.

RAILWAY TRACK AND STRUCTURES

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November 2023 // Railway Track & Structures 13

UTP RESILIENCY

UNDER-TIE PADS:

A

reas of track that are subject to high impacts and dynamic loadings, such as turnouts, diamond crossings and other special trackwork, bridges and bridge approaches, high-degree curves, and highway/rail grade crossings are challenging to manage. Maintenance requires attention, resources, and significant ongoing investment. With more than 30,000 turnouts, 25,000 grade crossings, and 13,000 bridges on its system, Burlington Northern Santa Fe (BNSF) is always on the lookout for ways to improve performance and extend maintenance cycles and lifecycle costs of track and components in highimpact and high-wear applications. One of the more recent ways in which the railroad has done so is the use of resilient material pads to mediate forces transmitted through 14 Railway Track & Structures // November 2023

the track to the ballast and substructure. The effectiveness of pads in specific areas has led BNSF to explore their use more broadly, in a range of applications.

Like many railroads, BNSF has made significant investments in optimizing its special trackwork — investments that include implementation of a tapered universal heel, conformal castings with heavy points, lift frogs and jump frogs, movable-point frogs, improved rail steels, friction management, radiused guard rails, full flange-bearing diamonds, higher-speed OWLS (one-way low-speed) diamond crossings, vertical switches, and ramped frog castings. A long list, but there is always room for further optimization.

More recently, BNSF has also begun to use under-tie pads (UTPs) and ballast mats.

“We’re doing large-scale tests now, trying

different pads and different materials. It’s a big undertaking,” Erik Frohberg, Director of Track Standards and Procedures at BNSF told delegates at the 2023 Wheel/Rail Interaction conference. These pads, which are typically polyurethane elastomer or rubber-based, provide a number of benefits. One of their primary functions is to increase the contact area between tie and ballast; a standard tie on ballast has a contact area of about 3% to 5%, while a tie with a UTP has a contact area of about 35%, Frohberg said. As a result, stresses are better distributed, leading to less wear on the tie, less ballast degradation, and lower vertical track settlement rates. UTPs also help mitigate vehicle/track-induced noise and vibration, which, while not historically a top priority for North American freight railroads, is becoming increasingly relevant, he added. rtands.com

Photo Credit: Mike Yuhas (Both Photographs)

Resilient Materials Make an Impact

UTP RESILIENCY

Insulated joint movement (deflection) with and without the use of under-tie pads.

UTPs and other pads have been applied in a variety of track conditions to achieve beneficial effects, such as improved lateral track resistance. A UTP in open (ballasted) track, for example, has been shown to mediate the forces transmitted into the ballast by improving contact between the ties and ballast.

Concrete ties with UTPs, for example, provide better lateral resistance than timber or standard concrete ties.

UTPs installed in transition zones at bridges and tunnels help to better distribute forces associated with changes in track modulus. Pads are particularly effective in special trackwork, which is where BNSF first began their testing and implementation.

“It’s often said that diamonds are the single most demanding piece of trackwork on the railroad,” Frohberg said. For this rtands.com

reason, BNSF’s first resilient materials field study explored various applications at a hightraffic diamond in Sand Point, Idaho. This study assessed the effectiveness of multiple pads, (based on peak accelerations/impacts) including a casting pad, and bearing plate pad, and an under-tie pad. “Our first discovery was that it’s possible to have too many pads,” Frohberg said. The combination of all three pads resulted in too much track movement, high impacts, and, as a result, broken bolts and tie clips. The results of this study led BNSF to adopt a two-pad standard for diamonds: a leveling bearing plate pad to ease the transition, and an under-tie-pad to damp vibrations. “This combination gave us a roughly 40% decrease in impact forces at the diamond,” Frohberg said.

Insulated joints are another demanding piece of trackwork that can benefit from the application of resilient materials like UTPs. One BNSF study specifically explored the relationship between UTPs, concrete ties, and insulated joints. The key takeaway from this study is that insulated joints with UTPs experience lower impact forces and less deflection over time than their non-UTP counterparts. While it may seem counterintuitive that a joint on concrete ties with a resilient UTP would deform less than one without a pad, BNSF found that UTPs reduce ballast movement, which helps prevent a deflection feedback loop that causes ballast to shift, which leads to a higher propensity for deflection, Frohberg said. As in the case of diamonds, BNSF has adopted this UTP setup as a standard for insulated joints in new construction.

Bridges are another area in which BNSF

has turned to resilient materials. Due to their relatively stiff modulus, bridges and bridge approaches present unique challenges. Transition zones are typically subject to significant impact forces, and, BNSF found, ballast tends to degrade rapidly when sandwiched between the concrete bridge deck and concrete ties.

Informed by several long-term studies, the use of a ballast mat on bridges has become the standard for new construction (and some retrofitting) at BNSF. Although the use of pads has become standard practice in some situations, BNSF, in partnership with the University of Illinois Rail Transportation and Engineering Center (RailTEC) is engaged in ongoing research into resilient materials. This research is primarily focused on UTP efficacy in turnouts and open track. “In Europe [railroads] often prescribe a specific pad modulus for each individual pad throughout a turnout,” Frohberg said. BNSF aims to simplify that implementation by using just two different pad-types: a stiffer type at the frog and crossover, and a more flexible type in the rest of the body of the turnout. Ongoing monitoring at these sites yields data on: • Vertical track deflection and transient displacement amplitudes • Frog casting accelerations/wheel impacts • Track settlement and rate of ballast compaction and consolidation • Track geometry deviation This data is also compared to non-UTP turnouts with an additional goal of determining the impact on turnout lifecycle cost.

Another study on the Emporia Subdivision on BNSF’s southern transcon is evaluating the November 2023 // Railway Track & Structures 15

UTP RESILIENCY

effectiveness of UTPs in multiple applications, including bridges, curves, and grade crossings. The metrics under scrutiny at this site include: • Absolute and differential settlement at bridge transitions • Crosstie performance and support condition via crosstie bending test • Single-tie lateral resistance via push test • Curve shifting • Track geometry deviation The primary metrics being monitored are: • Level survey at bridge abutments to determine absolute and differential settlement at bridge transitions • Crosstie bending tests to assess crosstie performance / support condition • Single-tie push tests to measure lateral resistance • Curve staking to monitor curve breathing

• Geometry car data to assess track geometry degradation rates “We’re also interested in how the use of UTPs affects tamping cycles,” Frohberg said, “an increase in MGT between [tamping] cycles could be an important part of the overall lifecycle cost.”

Finally, BNSF is also conducting a study of bearing pressure in open track to quantify the effect of various UTP types on substructure bearing pressures in a revenue service environment. Instrumentation including vertical wheel load circuits and pressure cells are being used to compare the distribution of vertical wheel loads under ties with two different UTPs and non-padded control ties.

These sites are already generating useful data, but Frohberg stressed that more data is necessary to be able to make a solid businesscase for further implementation of UTPs. “We

have to be very confident in our data to make changes in our track standards, but the data we have so far is promising,” he said.

Because there are currently no AREMA guidelines regarding resilient materials/ pads, railroads are in a position in which they’re presented with many products, options, and applications but are generally on their own when it comes to evaluating the use-cases and efficacy of the products.

“It’s a bit of a wild-west situation,” Frohberg said. However, as more railroads and researchers conduct comprehensive studies like those that BNSF has undertaken, better guidance and best-practices will emerge and spread through the industry.

Jeff Tuzik is Managing Editor of Interface Journal (www.interfacejournal.com).

This article is based on a presentation made at the 2023 Wheel/Rail Interaction conference.

LOCOMOTIVE UGMS The most economical loaded track measurement per mile

16 Railway Track & Structures // November 2023

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UTP RESILIENCY

UTP types and locations at an ongoing BNSF turnout study.

A diagram of one of BNSF’s bearing pressure UTP studies. rtands.com

November 2023 // Railway Track & Structures 17

IMAGE GALLERY

Just for Fun A New Periodic Feature to Rest Your Eyes

W

By David C. Lester, Editor-in-Chief

hen you spend days and weeks with your head down working on engineering and MOW issues on paper, the computer, or in the field, it’s nice to take a break and rest your eyes. This is also true when you’re reading Railway Track & Structures. Therefore, we are implementing a periodic feature called “Image Gallery” that will contain high-quality railroad photography so you can admire examples of the end results of your hard work in the office or the field. Enjoy!

Metra commuter train on the electric line rolling north into downtown Chicago. Photo ©David C. Lester

Southern Railway 2-8-0 630 resting in the yards of the North Carolina Transportation Museum. This locomotive was part of the original Southern Steam Program and played a prominent role in the NS 21st Century Steam Program. Today, it is owned by the Tennessee Valley Railroad Museum. Photo ©David C. Lester 18 Railway Track & Structures // November 2023

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SIT AND LISTEN William C. Vantuono Railway Age

David C. Lester Railway Track & Structures

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

Kevin Smith

International Railway Journal

Podcasts are available on Apple Music, Google Play and SoundCloud

NRC CHAIRMAN’S COLUMN

Leslie’s Rules of the Road To Make the Most of the NRC Conference

I STEVE & LESLIE BOLTE Celebrating 45 years of marriage

THE BIGGEST OPPORTUNITY ON THE HORIZON FOR RAILWAY CONTRACTORS AND SUPPLIERS IS THE NRC’S 2024 ANNUAL CONFERENCE IN SCOTTSDALE, AZ., JANUARY 3-6.

’m a lucky guy. And I know it. I’ve had the good fortune of being married to my wife Leslie for 45 years. She is an accomplished educator – a school principal – who has excelled at building teams and positioning school children to achieve results that exceed expectations.

She has done a good job of managing me too. Over the years I’ve learned a lot from her about maximizing opportunities. She gets results. They don’t just happen. She is laser focused and has a disciplined approach to getting the most out of every opportunity.

The biggest opportunity on the horizon for railway contractors and suppliers is the NRC’s 2024 Annual Conference in Scottsdale, Arizona, January 3 through 6. The smart money says to follow Leslie’s formula for success.

Be there – Experiences have expiration dates. Don’t miss out on the premier networking event of the year. Register today and put yourself among 1,400 leaders from across the industry who will be in Scottsdale in January.

Help others who need a hand up – We’ve all benefitted from others in our careers. Keep a look out for younger professionals you can assist with insights and connections. Invite an up-and-comer to attend and make introductions, even when it may not involve your company. These goodwill gestures have a way of reaping rewards down the track.

It’s not too late to register, but don’t delay. Scan the QR code to find out all the details, including registration, lodging, the schedule, and exhibitor and sponsorship opportunities.

Be prepared. Make a game plan – The NRC Conference has a way of sneaking up on you after the holidays. Don’t be tempted to wing it. Put a game plan together before the holidays. Identify key contacts, schedule appointments, and, by all means, pack a carload of business cards.

Listen and learn something new – Listening is an undervalued skill. You can learn valuable nuggets of information and cultivate teaming prospects by simply listening to others, including during informal social settings. The conference schedule is jam-packed with informative sessions to hear from the most influential leaders in our space. Here are a few can’t miss sessions to put on your radar: • Fireside Chat – Hear from Norfolk Southern Corp. (NS) CEO Alan Shaw about the state of the industry and how contractors and suppliers can partner with railroads to address safety and other business priorities.

• Panel Discussions – For the first time, the conference will feature an Industrial Development panel with

20 Railway Track & Structures // November 2023

representatives from a Class I, a short line railroad holding company, a shipper, and a contractor. Plan to listen to and ask questions of these panelists and others covering the latest on Sustainability, Signals & Communications, and Government Affairs.

• 2024 Engineering and Capital Plans – Hear directly from chief engineers from Class Is and short lines, as well as large passenger rail and transit authorities.

In this season of Thanksgiving, I am incredibly grateful for my bride Leslie and the many ways she has steered me in the right direction. Follow her Rules of the Road, and you’ll be grateful too.

Be safe this holiday season. I look forward to seeing you in Scottsdale.

“Building a Safer and Stronger Railway Construction Industry Together!”

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TRACK GEOMETRY INSPECTIONS

Although there has been a significant reduction in mainline derailments, yard derailments still pose a substantial concern.

Inspecting tracks requires the best technology the industry has to offer.

By Jennifer McLawhorn, Managing Editor

Photo Credit: Holland

T

DOWN TO

A SCIENCE

he track geometry inspection market continues to be one of the most important areas of track maintenance. As the industry grows and traffic increases, it is critical that railroads keep up with their automated inspections. What follows is a breakdown of track geometry inspection offerings from five companies across the industry.

ENSCO Rail leverages the success of its Autonomous Track Geometry Measurement System (ATGMS) to pioneer new frontiers in Track Inspection Technology.

Their custom-tailored AI algorithms and machine vision systems utilize cuttingedge artificial intelligence ensuring accurate fault detection, anomaly identification, and overall functional condition evaluation. These innovations enhance the safety and reliability of track inspections. These intelligent AI algorithms can effectively rtands.com

pinpoint anomalies, including broken rails and faulty components, which pose potential threats to rail safety.

As more inspection data accumulates, ENSCO told RT&S that it “continuously learns and refines the detection capabilities of these algorithms, boosting their efficiency.”

ENSCO’s AI technologies extend beyond mere fault detection by converting imaging data into continuous strip chart measurements. This empowers railway operators to promptly assess functional conditions and implement preventive actions. The transformation of image data into actionable XY datasets offers real-time insights, enhancing maintenance planning and resource distribution. The machine vision systems offered

by ENSCO are pivotal components of their AI-driven track inspection technology.

High-resolution cameras capture real-time track images, which are then processed by

ENSCO’s AI algorithms. Detected defects in the analyzed data trigger immediate alerts, ensuring a rapid response.

Holland’s Argus® track measurement technology offers various methods for railroad track inspections. Added to portable inspection, track strength testing, and autonomous locomotive-mounted track measurement, Argus’ primary goal is to provide railroads with essential data for proactive maintenance planning. Holland’s Senior Director of Product Development, Sabri Cakdi, told RT&S that “although there has been a significant reduction in mainline derailments according to the Federal Railroad Administration, yard derailments still pose a substantial concern.”

To address this, Holland aims to diagnose potential derailment risks through portable inspection systems, such as the Track Inspector, which is a comprehensive November 2023 // Railway Track & Structures 21

TRACK GEOMETRY INSPECTIONS

geometry system. This lightweight, hitchmounted system can be easily installed and calibrated by a single person in under an hour – allowing for deployment in areas that may be missed by rail bound testing platforms. Using the same core technology, Argus Unattended Geometry Measurement (UGMS), an autonomous system for measuring track geometry and rail profiles on locomotives, leverages existing rail routes for continuous testing on critical network corridors which eliminates the need for track downtime.

RailWorks provides established and reliable track geometry and rail profiling services to Class I and transit customers in the United States and Canada. RailWorks’ track geometry and rail profiling system utilizes optical and mechanical contact systems to measure gauge, profile and cant. RailWorks’ agile testing system allows it to inspect track in limited track windows while providing pinpoint GPS and data locations for real time feedback on track conditions. RailWorks data helps engineering teams accurately determine the condition of a railroad, manage maintenance budgets, and capital plans for upcoming track maintenance and rail management programs. RailWorks’ customized inspection service and reporting software is demonstrating the value of utilizing technology that leads to actionable results. By investing in the best technology and software to support its customers’ needs, RailWorks can provide the best results in a data-centric industry.

Avante offers a Real-Time Autonomous Track Geometry Measurement System which provides real-time information, including buckling, vibration, and temperature, facilitating trend analysis and predictive 22 Railway Track & Structures // November 2023

maintenance for optimal track performance.

The system incorporates advanced sensor technologies to offer measurements such as track gauge, cant/cross level, twist, and alignment.

The Rail Track Integrity Imaging System incorporates high speed imaging cameras capturing continuous images of the rail tracks and bed. It uses advanced image processing algorithms and AI-assisted pattern recognition-based image analysis techniques to detect potential defects and evaluate the railway infrastructure.

The Real-Time Profile Measurement and Integrity Monitoring System is a specialized solution designed to accurately measure and analyze the profile of rails. It uses highspeed, high-precision laser profile sensors to capture accurate measurements of the rail profile to measure head, web, and base for wear and comparison to standard profile.

It is ideal to detect small rail track defects/ wear such as dents, cracks/gaps, as well as rail cant/inclination.

Photo Credit: Top and Bottom: Holland

Argus’ primary goal is to provide railroads with essential data for proactive maintenance planning.

Avante also has Rail Switch Point Position Sensors. These provide 24/7/365 real-time monitoring of the switch point and its closure integrity. This system operates autonomously and demands minimal installation efforts.

It promptly generates real-time alerts, transmitting them to the monitoring center whenever the switch gap exceeds the safe threshold.

Plasser American’s Track Geometry Measurement system sets the industry standard for accurate, high-speed geometry assessment. With an inertial, non-contacting design based on a navigational solution, the system measures all parameters at speeds ranging from 0 to an impressive 200 mph. Real time Space Curve and Chord measurements are user-configurable, allowing you to capture all necessary parameters in a single run.

The geometry system is compatible with a range of gauge measurement systems including mechanical contact, high-speed optical and laser-based solutions. The core of the Plasser measurement system is designed for expansion, enabling seamless integration of over 50 existing measurement systems, including catenary, corrugation, clearance, ultrasonic and video.

Depending on your chosen technologies, collected data can be leveraged to provide parameters beyond track geometry, such as rail profile, wear, and ride quality. Taking it one step further, Plasser’s software facilitates sharing that high-speed geometry data with Plasser surfacing equipment to maximize maintenance efficiency. When it comes to Plasser’s track geometry solutions, these systems can be installed on a variety of rail-bound platforms, including Hi-Rail, Maintenance-of-Way, Revenue Vehicles, and Geometry Cars.

Holland

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HI-RAIL GEAR Equipped with Gradall’s new Rapid Drive advantage, its’ new models can be driven on rails from the upper structure operator cab at speeds up to 30 mph in either direction.

ON AND OFF THE RAIL Hi-rail and trucks perform important work in maintenance of way.

Photo Credit: Gradall

E

asy to spot, Hi-rail vehicles are equipped with retractable steel guide wheels that allow these vehicles to travel on the rail.

Shining a spotlight on this specialized equipment within track maintenance, RT&S lays out the hi-rail products and services from four companies.

Industry-Railway Suppliers, Inc., founded in 1966, is the exclusive US distributor of Rosenqvist/Pandrol machines and attachments and a leading North America distributor of AREMA track tools, abrasives, heavy railroad equipment, work equipment wear parts and mechanical shop tools. Rosenqvist has been designing, developing, and manufacturing rail handling solutions for over 30 years, and their equipment has assisted in the development of rail infrastructure in over 25 countries.

The latest Rosenqvist’s Hi-Rail gear is equipped with the EQ Axle system, the most advanced bolt-on hi-rail attachment available.

The EQ Axle offers a substantially greater degree of stability and traction than other wheel-set designs currently available. The patent-pending f loating rtands.com

By Jennifer McLawhorn, Managing Editor

design of the EQ Axle ensures that all four wheels are always in contact with the rail by continuously adjusting the distribution of the vehicle’s load across all four wheels, vastly reducing risk of derailment due to wheel unloading. The modular design of the EQ Axle is adjustable for multiple rail gauges. It is available in 2-speed hydraulic drive to all four wheels, and with 2-wheel or 4-wheel drive or braking. The EQ can fit up to 20-ton excavators.

Gradall Industries, Inc. has two railway maintenance-of-way machine models, featuring faster maximum travel speeds on tracks to complement their highway-speed travel advantages.

Equipped with Gradall’s new Rapid Drive advantage, the new models can be driven on rails from the upper structure operator cab at speeds up to 30 mph in either direction. These machines are built on highway-speed undercarriages, so when there’s an emergency repair need, the operator can drive a Gradall machine to a rail crossing from the carrier cab and then quickly load it on rails, lowering the diversified rail gear from either the carrier or upper

operator cab.

Once it’s on track, the Gradalls use their rubber tires for mobility, with an operator cab switch to select Rapid Drive, for travel speeds up to 30 mph, or the work mode, for repositioning speeds up to 5 mph. Those choices enable the operator to address and complete a variety of jobs very quickly. With a coupler and airbrakes, Rapid Drive also provides the ability to tow along a railcar for carrying materials. Given the speed at which emergency repairs need to be addressed or the shorter track times typically available, this is a huge advantage for railroads and contractors.

Mitchell Rail Gear offers a range of features for light-duty trucks, allowing a seamless performance on both highway and track. These features include a 4-wheel independent suspension that automatically adapts to uneven track conditions. The rail gear attaches securely to a mounting kit, which, importantly, does not require welding; it bolts directly to the truck frame. Its patented rail gear mounting system provides f lexibility, allowing easy adjustments in both the vertical and horizontal dimensions to November 2023 // Railway Track & Structures 23

HI-RAIL GEAR

ensure perfect alignment and loading.

Light-duty trucks have limited space for the installation of necessary components, such as hydraulic power units, control valves, hydraulic hoses, and electronics to operate the required FRA-compliant railroad lighting and alarms. As a result, outfitting these vehicles with rail gear becomes a labor-intensive task. President of Mitchell Rail Gear, Estel L. Lovitt, Jr., told RT&S that this approach has several challenges. “The complexity of the installation can make servicing and troubleshooting the rail gear difficult.

Safety concerns arise when truck operators need to bend down to lock and unlock the rail gear or access buried components on the ground. Additionally, issues with ground clearance and vehicle approach and departure angles become evident when railroad trucks venture off-road.”

In response, Mitchell offers its lightduty 1515 Rail Gear. The rail wheels are designed to pivot toward the vehicle, achieving optimal approach and departure angles and automatically retracting the rail sweeps. The rail gear allows for hydraulic locking in the up/down positions via a convenient handheld remote.

To ensure a comfortable and smooth ride on the road, Mitchell introduces Road Rail aluminum rims, accommodating wider tires for a factory-equivalent ride even with rail gear installed.

In addition, Mitchell has developed 24 Railway Track & Structures // November 2023

an accessory mounting system that attaches to the front rail gear. This innovative solution conveniently houses all the required hydraulics and electrical components, complete with a pre-engineered hydraulic hose kit and a preengineered wiring harness that plugs into everything seamlessly. This plugand-play Rail Gear concept simplifies installation and doesn’t require any specialized skills, making the installation process quick and easy. Lovitt told RT&S, “our commitment to meeting

The Rosenqvist EQ Axle offers a greater degree of stability and traction than other wheel-set Holland designs currently available.

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Photo Credit: Top: DMFAtlanta; Bottom: Industry Railway Suppliers, Inc.

DMFAtlanta offers its DMF RW-2300HS, a front mounted hydrostatic creep drive system.

our customers’ needs over the years has led to the creation of a complete kit that can be installed by any mechanic, eliminating customization variables and drastically reducing labor requirements. This not only simplifies the installation process but also translates into significant cost savings for our valued customers.”

DMFAtlanta offers its DMF RW-2300HS, a front mounted hydrostatic creep drive system designed to operate independently of the vehicle transmission. With a 33,000lb GAWR (Gross Axle Weight Rating), the hydrostatic system can be mounted forward of the front wheels or, in special applications, behind the cab. Full wireless control operates the Neotec motorized front axle, without having to integrate into the vehicle. The system will operate up to 7mph in creep mode and disengage for up to 25mph freewheel mode using the vehicle propulsion. Rated for 88k# on a 2% incline and up to 200k# on level track, the system will meet your needs. Additionally, the system allows the vehicle to travel without having to disengage the PTO. Since the RW-2300HS is independent of the transmission, the vehicle can be moved off track if any issues arise unlike some current split shaft systems. The full system includes the Neotec axle, DMF integration package and the DMF RW-1630 or RW-1650 rear axle assembly with auto mechanical locks.

DITCHINGINSPECTIONS & DRAINING TRACK GEOMETRY

KEEPING WAT E R O U T OF THE T R AC KS Proper Ditching & Draining Keeps Track in Top Shape

Loram Badger Ditcher in action. Note that material is removed from the ditch and deposited in the woods to the left.

Photo Credit: LORAM

P

roper ditch maintenance is essential for the longevity and foundational strength of a railway.

It increases cycle time between expensive surfacing and lining programs, prevents premature tie deterioration and ensures a long-lasting and stable track structure. To deliver substantial benefits and ROI, Loram offers a full suite of products to create and maintain ditches to keep water flowing away from the ballast section of the track.

For smaller ditching tasks, and work around near track obstructions, the Self-Powered Slot (SPS) is the ideal solution with its flexibility.

For high performance out of face ditching, the Badger Ditcher is the product of choice. For projects requiring both high speed excavation and work around obstacles, the DCMax can meet all ditching needs. All Loram’s ditching solutions are self-propelled and can travel at speeds up to 45 miles per hour.

The SPS is commonly used to for remediating ditches in areas that have been affected by severe weather. The SPS can remove and place almost any type of material within the reach of an onboard excavator that moves the entire length of joined cars up to 378 feet long while seated safely and securely on the floor. The SPS can excavate to create and clean ditches at up to 250 tons of material per hour and work around or remove any obstacles that may be present to create a clean ditch line. Up to 550 tons of excavated material can be stored the full length of the of the platform, so there’s no lost time switching out cars. The material can then be offloaded at an appropriate location.

The Ditcher is the highest performance machine in the market for creating consistent ditches along track. With its powerful

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By LORAM

ditching wheel, the Ditcher can excavate up to 1,000 tons of material per hour at a depth as low as 6 feet below the top of rail and discharge excavated material up to 35 feet from the track centerline. The variable-width of the wheels can cut ditches as narrow as 30 inches to as wide as 54 inches. The Ditcher is ideal for cutting new ditches, terracing slopes, and cleaning eroded material out of existing ditches. It helps manage, repair and prevent damaging effects from many penetrating water sources, including direct precipitation, groundwater migration, springs and trapped water, saturation and seepage. Ditch maintenance best practices using the Badger Ditcher enables railroads improve vital drainage for the subgrade, lower the water table, control run-off, and promote free flow from the ballast section that can extend the effective duration of undercutting and ballast cleaning cycles.

The DCMax combines the excavating speed of the Ditcher with the flexibility of a SPS for a premium ditching solution.

Utilizing a DCMax, the excavator can remove obstructions from the planned work location for the Ditcher so consistent and smooth graded cuts can be made regardless of the starting condition of the work area. While excavating, the ditcher can discharge material up to 35 feet from track centerline or into the gondola cars that are integrated into the consist. Up to 225 tons of excavated material can be stored on the consist for offload at an appropriate location.

Inadequate or obstructed ditches prevent the free flow of water away from the ballasted section of the track and reduce the life of track components. Both wood and concrete ties degrade at accelerated rates in tracks that are retaining water. At minimum, this leads to increased tie replacement needs.

Left unchecked, poor track support and tie conditions lead to higher rail stress under train loads, increased track settlement, and a need for more surfacing to maintain track alignment.

Loram Self-Powered Slot (SPS) ditcher at work.

November 2023 // Railway Track & Structures 25

Message From The President

A

RAY VERRELLE AREMA President 2023-2024

s the AREMA 2023 Annual Conference held in conjunction with Railway Interchange is behind us, I’d like to recap what a great show it was. The turnout was impressive to say the least with over 7,300 attendees, nearly 600 exhibitors, and over 30 countries represented. The Exhibit Hall had something of interest for everyone in the railroad business. Because it is my area of expertise; even the often forgotten and overlooked Railway Electrification sector had an excellent turnout of products, equipment, and technologies that would appeal to my little niche.

While Sunday wasn’t the greatest day for a Colts fan in Indianapolis, we had a great President’s Dinner to honor Trent for his year of service and to formally install me as this year’s President. The Colt’s loss did not put a damper on my evening as I am an Eagles fan. At the time this article was written, the Eagles were 5-0.

Trent kicked off the event on Monday by providing an AREMA report of current happenings and a brief recap of this past year.

The AREMA Educational Foundation Scholarship Winners were announced and then RT&S presented the Engineer of the Year Award to Brent Laing, P.Eng, Vice President of Engineering, CN. Michael Franke, Chair of the Hay Award Committee presented the Dr. William W. Hay Award for Engineering Excellence to the Terminal Railroad Association of St. Louis, TranSystems, and Burns & McDonnell for the “Merchants Bridge Main Span Trusses & East Approach Replacement Project.” Congratulations to those honored with these very prestigious awards.

26 Railway Track & Structures // November 2023

Our Keynote Speaker Coby Bullard from CPKC gave great insights on the CPKC merger that created a unique north-south connector that ties the US, Canada, and Mexico into a single line haul solution. Coby detailed CPKC’s capital plan and strategies that will be exciting to watch as these projects come to fruition.

We had 75 technical presentations over the three days, covering all six of the AREMA Functional Groups. I’m sure many attendees had to pick from compelling topics in a particular timeslot, but now they can go back and watch the ones they missed with the offering of all the material online as part of their registration fee through the AREMA On Demand Educational Portal. I find this benefit very valuable as I often get overcommitted at our conferences and never get to see everything I want to. This feature allows me to watch the content and get those PDHs at my leisure.

There were a ton of Committee-related meetings and activities this year. We continued to offer a Committee Member Lounge where these volunteers could go and get some refreshments and relax, conduct business, or sit and talk with other members. We held our Committee Corner in the Exhibition where Members could meet the various committee leaders to learn more about each of the Technical

Committees and maybe join one.

Our Student Program was packed full of activities starting with a tour of the Amtrak Beech Grove Shops on Saturday. Following that event were many networking opportunities, a Student Chapter Leadership Working Session, a chance to be photographed in the Headshot Lounge, and the much anticipated Meet the Next Generation Panel Discussion and Networking Reception.

This year, AREMA offered three young professionals complimentary attendance to the conference. It was great to see such interest from our next generation of Railroaders. Congratulations to Luis Carrasquero, Metrolink, William Clements, BNSF Railway and Colin McGrane, PE, PMP, Metro North Railroad. We look forward to awarding this experience again next year.

On Wednesday, Trent gave his final address, and I got to officially take over the reins of the conference and AREMA. I had the privilege of introducing our new Board Members and Committee Leadership. Walt Bleser did a fantastic job leading the panel discussion on emerging technologies, and we closed the conference with the remaining technical sessions.

All of this couldn’t have been possible without the hard work of our AREMA staff for putting on another great event. AREMA staff was rewarded with a few days of rest,

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and then they are back at it preparing for next year’s Annual Conference & Expo which will be held in Louisville, Kentucky.

You can now grab your booth and sponsorships, and be sure to save the date for September 15-18, 2024!

The Call for Papers for the AREMA 2024 Annual Conference & Expo is upon us. If you have a topic you would like to present at the Conference, please visit our website to submit an abstract. Abstracts are due for review no later than December 8, 2023.

We also are excited for the first-ever Sustainability & Resiliency Symposium, February 5-7 in Tampa, FL. Thanks in advance to all the volunteers involved in planning and developing this event!

On a closing note, for those future leaders of AREMA, when you receive your honorary wooden gavel, make sure you remember to pack it in your checked bag if you want to avoid some awkward conversations with TSA at the airport.

FYI

Thank you for attending the AREMA 2023 Annual Conference in conjunction with Railway Interchange. If you registered as a full Conference AREMA Attendee, you will get access to the On Demand AREMA sessions recorded during the event. Stay tuned for details.

Registration opens in November for the AREMA 2024 Sustainability & Resiliency Symposium which will be held February 5-7, 2024, in Tampa, Florida. Take part in this event now by sponsoring and showing off why your company supports sustainability practices: https://srs24. arema.org/ Secure your recognition for the AREMA 2024 Annual Conference & Expo with your booth and sponsorship. Sales are open for the event being held in Lousiville, KY, September 15-18.

Did you know we have a wide variety of On Demand education for learning on your time? Browse our most popular

webinars, seminars, and Annual Conferences to earn your PDH credits on the go. Visit www.arema.org to start your On Demand learning today.

Don’t miss out on the conversation happening in AREMA’s Member Forum.

The Member Forum connects you with other Members allowing you to send messages, start conversations, and more.

See what everyone is talking about today: https://community.arema.org/home.

If you’re looking for a podcast to binge, listen to AREMA’s Platform Chats. It features guests from every aspect of the railway industry. Available on all of your favorite listening services.

NOT AN AREMA MEMBER? JOIN TODAY AT WWW.AREMA.ORG CONNECT WITH AREMA ON SOCIAL MEDIA:

UPCOMING COMMITTEE MEETINGS 2023 MEETINGS

FEBRUARY 8-9

APRIL 14-16

DECEMBER 6

Committee 7 - Timber Structures

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

Committee 8 - Concrete Structures & Foundations

Committee 17 - High Speed Rail Systems Orlando/Ft. Lauderdale, FL

2024 MEETINGS JANUARY 3 Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

Committee 9 - Seismic Design for Railway Structures Committee 10 – Structures Maintenance & Construction Committee 15 - Steel Structures Committee 28 - Clearances

FEBRUARY 7

MARCH 6

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

*Tampa, FL - Meeting in conjunction with the AREMA 2024 Sustainability & Resiliency Symposium

APRIL 3 Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting

MAY 1 Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting JUNE 5 Committee 6 - Rail Facilities, Utilities and Buildings Virtual Meeting JULY 31 - AUGUST 1 Committee 7 - Timber Structures SEPTEMBER 15 Committee 17 - High Speed Rail Systems Louisville,KY

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 30 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 as a guest, please contact Alayne Bell at abell@arema.org.

For a complete list of all committee meetings, visit www.arema.org.

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November 2023 // Railway Track & Structures 27

GETTING TO KNOW PROFESSIONAL DEVELOPMENT

RT&S Committee Chair Interview

Get PDHs At Your Own Pace With Arema’s On Demand Education Access to important professional development content is just a few clicks away with AREMA Education. Our On Demand content spans many disciplines of PDH accredited courses that allow you to get your PDHs by learning from experts online without leaving your office.

BENEFITS OF LEARNING ONLINE 1. LEARN MORE Studies show that participants learn more while taking On Demand courses as you can skim through the material you understand and take more time in the more challenging areas.

2. GET INSTANT ACCESS With AREMA On Demand courses, you don’t have to wait to learn and get your PDHs as they’re available instantly after purchase.

3. CONVENIENT AND FLEXIBLE Above all things, On Demand education is meant to take at your own pace and on your time.

Study from anywhere in the world, whether from your office or the convenience of your sofa.

4. COURSE VARIETY AREMA On Demand education offers a wide variety of topics for all studies of the railway engineering community.

Register and Start Learning today at www.arema.org.

BECOME A MEMBER AND SAVE Not an AREMA member? Join today at www.arema.org and get discounts on all AREMA Educational Offerings, from Virtual Conferences to our Webinars.

28 Railway Track & Structures // November 2023

A

ROBERT W. KRAMER, TECHNICAL PROJECT MANAGER, WABTEC CORPORATION Committee: Information Technology

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

KRAMER: My brother and I have always been fans of railroads as young kids growing up in the Midwest. It just blossomed into a career. Him being on the operations side helps me decide how I handle things technically on CS&IT side.

AREMA: How did you get started?

KRAMER: I started out at CN as a Communications Technician in Chicago.

I moved into Train Control Systems and then IT/OT support. I eventually ended up on crossing R&D. AREMA: How did you get involved in AREMA and your committee?

KRAMER: It was just happenstance. I knew a few people in AREMA such as Mike Weber. He asked me to get involved in IT committee formation knowing my background in IT and OT environments.

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

KRAMER: I have two Labrador Retrievers

that keep me busy. Also trying to finish a PHD that I started years ago. I am an active sporting clays enthusiast.

AREMA: Tell us about your family!

KRAMER: I am not married nor do I have children. My dogs are my kids. I try to be active in my niece’s and nephew’s lives.

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

KRAMER: I also chaired a grad school committee for many years at Purdue.

AREMA: What is your biggest achievement?

KRAMER: Attaining my Graduate degree from Purdue. I did this while working at CN. AREMA: What advice would you give to someone who is trying to pursue a career in the railway industry?

KRAMER: Start out of high school or college. Pick up the trade and never stop trying to learn. Learn as much as you can. Never stop growing as a professional.

Enjoy the ride. rtands.com

Committee 5, Subcommittee 8 Design Geometry meets at the 2023 AREMA Annual Conference

F

By Committee 5 – Track, Chair Josh Brass, CSX Transportation

irst, we would like to thank AREMA and all its staff for putting on the AREMA Convention in 2023. Without the hard dedication of the AREMA staff and its volunteers, this show would not have been possible.

Committee 5, Subcommittee 8 Design Geometry met on October 1st to discuss topics relating to design geometry. The

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meeting was led by Chair Jake Schmitz with aid from John Hilborn. Many topics were discussed including how best to measure and apply minimum tangent distance between turnouts and reverse curves. The subcommittee also discussed spiral tracks as well as other items including speed through turnouts and clearances during construction. The subcommittee

also considered new business related to tangent approaches to diamond crossings.

Over the past few years, the subcommittee has done an excellent job of updating its section of the Manual of Railway Engineering (MRE) to include sound and relevant material for the entire railway industry. We thank Jake Schmitz and his team for the outstanding work they have carried out.

November 2023 // Railway Track & Structures 29

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Statement of Ownership, Management and Circulation 1. Publication: Railway Track and Structures. 2. Publication Number #860-560. 3. Filing date: September 30, 2023. 4. Issue frequency: Monthly 5. Number of issues: 12. 6. Annual sub price: $46.00. 7.

Mailing address of known office of publication: Simmons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102-4905; Contact Person: JoAnn Binz, Circulation Mgr; Tel: 843-388-3808. 8. Mailing address of company headquarters: Same as above. 9. Full name and complete mailing address of publisher: Jonathan Chalon, Publisher, RT&S, 1809 Capital Ave, Omaha NE 68102-4905. David C. Lester, Editor-in-Chief, 1809 Capital Ave, Omaha NE 68102-4905. 10. Owner: Simons-Boardman Publishing Corp, 1809 Capital Ave, Omaha NE 68102-4905; Arthur J McGinnis Jr, President, Simmons Boardman Corp, 1809 Capital Ave, Omaha NE 68102-4905. 11. None. 12. No change in preceding 12 months. 13. Publication Title: Railway Track and Structures. 14. Issue date for Circulation data below: Avg. Oct 2022–Sept 2023; Actual Sept 2023. 15. Extent and Nature of Circulation. 15a Total Number of Copies: Avg. 8,194; Actual 8,044.

15b.1. Paid/Request Mail Subscriptions: Avg. 5,554; Actual 5,129.

15b.4. Request Copies Distributed by Other Mail Classes: Avg. 1,153; Actual 2,036. 15c.Total Paid and/or Request Circulation: Avg. 6,707; Actual 7,165.15d.1 Non-request Copies: Avg. 1,362; Actual 655. 15d.4.

Non-request Copies Distributed Outside the Mail: Avg. 32; Actual 150.

15e. Total Non-request Distribution: Avg. 1,394; Actual 805. 15f.

Total Distribution: Avg. 8,101; Actual 7,970. 15g. Copies not distributed: Avg. 93; Actual 74. 15h. Total: Avg. 8,194; Actual 8,044.

15i. Percent Paid and/or Request: Avg. 82.8%; Actual 89.9%. 16a.

Paid/Request Electronic Copies: Avg. 1,172; Actual 1,097. 16b. Total Paid/Request Print + Req/Paid Electronic Copies: Avg. 7,879; Actual 8,262. 16c. Total Print Distribution + Req/Paid Electronic Copies: 9,272; Actual 8,262. 16d. Percent Paid/Request (Print + Electronic Copies): Avg. 85.0%; Actual 91.1%. 17. Publication will be printed in the November 2023 issue. 18. Signature/ Title: Jo Ann Binz, Circulation Mgr., Date 10/01/2023 - PS Form 3526-R.

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November 2023 // Railway Track & Structure 31

FROM THE DOME

Systems Management Cybersecurity Is Not The Only Systems Challenge

By David C. Lester, Editor-in-Chief

T

he adoption of computers and the internet, as we all know, has brought about massive changes and efficiencies to the way we operate railroads and conduct many other aspects of life. The connectivity of systems has also made businesses more vulnerable to bad actors. The recent system outages at Norfolk Southern and Canadian National caused concern throughout the industry, but both roads said there was no evidence to indicate the outages were due to security breaches.

Indeed, Canadian National reported that their system outage was due to an issue during an upgrade. Unfortunately, if there is a system outage that brings a railroad to its knees, there’s no hiding it. If the outage is brought about by a security breach, companies are not likely to advertise it. And a system outage can be caused by a myriad of issues other than a security breach.

When a railroad experiences a system outage, though, the possibility of a security breach rushes to the forefront of the mind. Make no mistake, cybersecurity threats are out there and an entire industry has sprouted to help companies keep them from happening or to limit their damage if they do. Cyber attacks are among the greatest threats to our business operations, way of life, and ability to function as a society.

However, when any company, including railroads, has a system outage, chances are very good that a security breach is not the problem. Rather, it was caused by some type of design or management issue that impacted the system. As most readers know, systems are extremely complex, and rely on sophisticated hardware and software to get the job done. What’s more, they require careful maintenance and management. Think about your home computer for a moment. You periodically must upgrade software or hardware, and these upgrades usually present some issues that need troubleshooting and correction. The home computer is not like the old Bell telephones that you could abuse and throw rocks at and have them 32 Railway Track & Structures // November 2023

keep on going. Those old Bell telephones lasted for decades, while the standard for upgrading both the hardware and software in your home computer is every three to five years. And five years is pushing it.

Given your experience with a home computer, you can imagine how complex a railroad’s systems are. Note that I use the term “systems,” because modern companies employ a “system of systems,” many computers and networks which do different things, but are usually connected to each other and most often connected to the internet. Firewalls and virtual private networks protect the

MAKE NO MISTAKE: CYBER ATTACKS ARE AMONG THE GREATEST THREATS TO OUR WAY OF LIFE AND ABILITY TO FUNCTION AS A SOCIETY system from some internet intrusion, but these protections can be breached.

The internet connection is necessary because the systems at one company must communicate with those at other companies. But I digress.

As with the home computer, each of the systems in a big company’s system must be managed and maintained properly.

Both hardware and software. The tasks are numerous. Software has bugs that must be fixed. To fix these bugs, more software or a change to existing software must be made. Once that’s done, testing must be done to ensure that the fix for the one problem didn’t cause something else in the software to “break,” as well as to determine if the software fix actually resolved the problem it was supposed to.

It’s generally true that multiple iterations of testing are required to see that

a software problem is resolved and its resolution didn’t cause another software process to fail. There are multiple types of testing, too, but reviewing those is beyond the scope of this column.

Periodically, an entire software system must be upgraded to a new version to introduce new functionality, fix bugs, and even work properly on a given type of hardware. For example, a software upgrade may require new or upgraded hardware because the old hardware may not have, among other things, the horsepower to handle processing the new software. The reverse is also true. It could be that hardware needs to be upgraded because it’s reached end of life, but the software being run on that hardware may not be compatible with the new hardware, so a software upgrade is required.

The core message of this column is with all this activity going on, scrupulous testing (which falls under management and maintenance) and careful change control must be done to prevent problems.

Scrupulous testing requires scrupulous test scripts (documentation of workf low steps to be completed by the system) that account for just about any scenario you can foresee. You can’t catch all problems, but the goal is to catch as many as you can. And there is the issue of changes looking good in a test “environment” or “domain,” yet when the change is made in the live (production) system, something that you didn’t or could not catch in testing raises its head and causes problems. Of course, there are many software processes that, if broken, can create problems, but it usually must be a critical one to bring the entire system down. Unless it’s something silly like someone accidentally turning the system off, which I have seen happen (not at a railroad, though).

So, while we must all be vigilant about cybersecurity, don’t assume that is the cause of a system outage when you hear about one. The demands on software and hardware systems, and those who maintain and support them are only going to increase with the advent of data analytics, cloud computing, and artificial intelligence. rtands.com

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