November 2015 Railway Age by Railway Age

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November 2015 | www.railwayage.com

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Jersey Transit Strong

Northeast HSR, Part III Mechanical Focus: Air Brakes Automation, one yard at a time

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RailwayAge

november 2015

visit us at www.railwayage.com Features Transit Focus: NJ Transit

Northeast HSR, Part III

Air brake developments

Yard process control

News/Columns From the Editor

Update

Watching Washington

Financial Edge

Departments

Industry Indicators

Industry Outlook

Market

People

100 Years Ago

Meetings

Products

Advertising Index

Professional Directory

Classified

On the Cover NJ Transit ALP45DP No. 4511 was tested at 125 mph on the Northeast Corridor south of Philadelphia last month. Photo: Gary Pancavage

Railway Age, USPS 449-130, is published monthly by the Simmons-Boardman Publishing Corporation, 55 Broad St., 26th Fl., New York, NY 10004. Tel. (212) 620-7200; FAX (212) 633-1863. Vol. 216, No. 11. Subscriptions: Railway Age is sent without obligation to professionals working in the railroad industry in the United States, Canada, and Mexico. However, the publisher reserves the right to limit the number copies. Subscriptions should be requested on company letterhead. Subscription pricing to others for Print and/or Digital versions: $100.00 per year/$151.00 for two years in the U.S., Canada, and Mexico; $139.00 per year/$197.00 for two years, foreign. Single Copies: $36.00 per copy in the U.S., Canada, and Mexico/$128.00 foreign All subscriptions payable in advance. COPYRIGHTÂŠ 2015 Simmons-Boardman Publishing Corporation. All rights reserved. Contents may not be reproduced without permission. For reprint information contact PARS International Corp., 102 W. 38th Street, 6th floor, New York, N.Y. 10018, Tel.: 212-221-9595; Fax: 212-221-9195. Periodicals postage paid at New York, NY, and additional mailing offices. Canada Post Cust.#7204564; Agreement #41094515. Bleuchip Intâ&#x20AC;&#x2122;l, PO Box 25542, London, ON N6C 6B2. Address all subscriptions, change of address forms and correspondence concerning subscriptions to Subscription Dept., Railway Age, P.O. Box 1172, Skokie, IL 60076-8172, Or call toll free (800) 895-4389, or (402) 346-4740. Printed at Cummings Printing, Hooksett, N.H. ISSN 00338826. November 2015 Railway Age 1

From the Editor William C. Vantuono

The Society for Attaching Things to Other Things

ne of my favorite classic Monty Python’s Flying Circus sketches is “The Society for Putting Things on Top of Other Things.” It’s right up there with “The Ministry of Silly Walks” and “Pet Shop Dead Parrot,” where a frustrated customer, played to the hilt by John Cleese, grumbles, “If you want to get anything done in this country, you have to complain until you’re blue in the mouth.” These timeless routines are parodies of the absurdities of society and politics. They certainly mirror how things tend to happen on Capitol Hill, with a Congress that in my opinion is best described as “The Society for Attaching Things to Other Things,” or perhaps “The Society for Inserting Things into Other Things.” That’s how the extension to the Positive Train Control deadline finally got passed (p. 10). The language granting the railroad industry a minimum of three more years to get PTC fully installed, tested and operational wound up being attached to (or rather, inserted into) a much larger omnibus six-year transportation funding mechanism, H.R. 3763, the Surface Transportation Reauthorization and Reform (STARR) Act of 2015, incorrectly labeled the “Highway Bill.” Suffice to say that a lot of people in this industry became blue in the mouth from complaining, and making doomsday pronouncements about the effect embargoed hazmat and passenger trains would have on the nation’s economy, to get anything done about PTC. However, H.R. 3763 wasn’t the mechanism for getting the PTC extension passed. That task fell to H.R. 3819, the Surface Transportation Extension Act of 2015, which on Oct. 28 gave Congress about three more weeks to hash out and pass H.R. 3763 before its predecessor bill expired, along with Highway Trust Fund spending authority. In a nutshell, a piece of legislation intended as a temporary, stopgap measure became the vehicle for getting a permanent provision, the extension on PTC, passed. House

Railway Age

November 2015

Transportation and Infrastructure Committee Chair Bill Shuster (R-Pa.) made sure that the PTC language contained in H.R. 3763 was identical to that in H.R. 3819. Prior to the critical Senate vote on H.R. 3819 that sealed the PTC deal, supporters of the extension had been bracing for a fight in the upper chamber led by Sen. Barbara Boxer (D-Calif.), one of the original sponsors of the Rail Safety Improvement Act of 2008. The RSIA, enacted after the infamous Chatsworth, Calif., collision involving a Metrolink commuter train and a Union Pacific freight train, was the legislation that created all this craziness by mandating PTC and imposing the original Dec. 31, 2015 deadline. Boxer’s attempt to deliver a knockout blow to the PTC extension by limiting it to “months instead of years” lasted about as long as Sonny Liston did with Muhammad Ali in 1965. Her Senate colleagues, among them fellow Republican and Environmental and Public Works Committee Chairman Jim Inhofe, left her standing alone in her corner. “I think Barbara’s kind of by herself on this,” he said. Boxer, 74, will not seek re-election in 2016. At this point, it’s unknown if there will be buildings named or monuments built in her honor after she hangs up the political gloves. Perhaps Union Pacific or BNSF could consider naming a PTC data radio antenna somewhere in California after her? All sarcasm aside, it is encouraging to see that, as convoluted as the process became in the days leading up to when the railroads would begin issuing embargo notices, what needed to happen, happened. President Obama signed H.R. 3819 into law one day after the Senate’s approval. As Yogi Berra said, “It ain’t over till it’s over.” Well, it’s over. Let’s just get it done.

RailwayAge Editorial and Executive Offices Simmons-Boardman Publishing Corp. 55 Broad Street, 26th Fl. New York, NY 10004 212-620-7200; Fax: 212-633-1863 Website: www.railwayage.com ARTHUR J. McGINNIS, Jr., President and Chairman JONATHAN CHALON, Publisher jchalon@sbpub.com WILLIAM C. VANTUONO, Editor-in-Chief wvantuono@sbpub.com CAROLINA WORRELL, Managing Editor cworrell@sbpub.com Contributing Editors: Roy H. Blanchard, Alfred E. Fazio, Lawrence H Kaufman, Bruce E. Kelly, Ron Lindsey, Ryan McWilliams, David Nahass, Jason H. Seidl, David Thomas, John Thompson, Frank N. Wilner Creative Director: Wendy Williams Art Director: Sarah Vogwill Corporate Production Director: Mary Conyers Production Manager: Lily Man Production Director: Eduardo Castaner Marketing Director: Erica Hayes Conference Director: Michelle Zolkos Circulation Director: Maureen Cooney Western Offices 20 South Clark Street, Suite 1910, Chicago, IL 60603 312-683-0130; Fax: 312-683-0131 Engineering Editor: Mischa Wanek-Libman mischa@sbpub.com Assistant Editor: Jennifer Nunez jnunez@sbpub.com wInternational Offices 46 Killigrew Street, Falmouth, Cornwall TR11 3PP, United Kingdom Telephone: 011-44-1326-313945 Fax: 011-44-1326-211576 International Editors: David Briginshaw, db@railjournal.com Keith Barrow, kb@railjournal.com Kevin Smith, ks@railjournal.com Customer Service: 800-895-4389 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 Railway Age, descended from the American Rail-Road Journal (1832) and the Western Railroad Gazette (1856) and published under its present name since 1876, is indexed by the Business Periodicals Index and the Engineering Index Service. Name registered in U.S. Patent Office and Trade Mark Office in Canada. Now indexed in ABI/Inform. Change of address should reach us six weeks in advance of next issue date. Send both old and new addresses with address label to Subscription Department, Railway Age,PO Box 1172, Skokie, IL 60076-8172, or call toll free 1-800-895-4389. Post Office will not forward copies unless you provide extra postage. Photocopy rights: Where necessary, permission is granted by the copyright owner for the libraries and others registered with the Copyright Clearance Center (CCC) to photocopy articles herein for the flat fee of $2.00 per copy of each article. Payment should be sent directly to CCC. Copying for other than personal or internal reference use without the express permission of SimmonsBoardman Publishing Corp. is prohibited. Address requests for permission on bulk orders to the Circulation Director. Railway Age welcomes the submission of unsolicited manuscripts and photographs. However, the publishers will not be responsible for safekeeping or return of such material. Member of:

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Industry Indicators TRAFFIC ORIGINATED CARLOADS

SHORT LINE AND REGIONAL TRAFFIC INDEX FIVE WEEKS ENDING OCT. 3, 2015

MAJOR U.S. RAILROADS by Commodity Grain Farm Products ex. Grain Grain Mill Products Food products Chemicals Petroleum & Petroleum Products Coal Primary Forest Products Lumber and Wood Products Pulp and Paper Products Metallic Ores Coke Primary Metal Products Iron and Steel Scrap Motor Vehicles and Parts Crushed Stone, Sand, and Gravel Nonmetallic Minerals Stone, Clay & Glass Products Waste & Nonferrous Scrap All Other Carloads Total U.S. CarLoadS

SEPT. ’15 106,915 4,829 44,724 31,184 151,097 68,873 519,022 7,666 16,957 31,090 27,824 19,531 45,612 16,641 91,012 120,813 23,667 41,668 16,253 32,372 1,417,750

SEPT. ’14 93,468 4,963 43,634 30,982 148,523 81,565 565,107 8,377 17,801 31,239 39,136 20,055 56,229 21,912 86,773 127,472 26,533 44,617 17,646 24,315 1,490,347

% CHANGE 14.4% -2.7% 2.5% 0.7% 1.7% -15.6% -8.2% -8.5% -4.7% -0.5% -28.9% -2.6% -18.9% -24.1% 4.9% -5.2% -10.8% -6.6% -7.9% 33.1% -4.9%

373,471

422,718

-11.7%

1,791,221

1,913,065

-6.4%

CARLOADS

Chemicals Coal Crushed Stone / Sand / Gravel Food & Kindred Products Grain Grain Mill Products Lumber & Wood Products Metallic Ores Metals & Products Motor Vehicles & Equipment Nonmetallic Minerals Petroleum Products Pulp, Paper & Allied Products Stone, Clay & Glass Products Trailers / Containers Waste & Nonferrous Scrap All Other Carloads

COMBINED U.S./CANADA RR INTERMODAL

FIVE WEEKS ENDING OCT. 3, 2015

MAJOR U.S. RAILROADS by Commodity TRAILERS CONTAINERS TOTAL UNITS

SEPT. ’15 143,313 1,222,667 1,365,980

SEPT. ’14 147,943 1,201,765 1,349,708

% CHANGE -3.1% 1.7% 1.2%

7,358 300,108 307,466

8,972 290,338 299,310

-18.0% 3.4% 2.7%

150,671 1,522,775 1,673,446

156,915 1,492,103 1,649,018

-4.0% 2.1% 1.5%

COMBINED U.S./CANADA RR TRAILERS CONTAINERS TOTAL COMBINED UNITS

Source: Monthly Railroad Traffic, Association of American Railroads

average weekly U.S. Rail Carloads: all commodities (not seasonally adjusted)

% CHANGE 7.9% 5.5% -2.5% 6.8% 0.5% 3.9% -4.2% -45.8% -24.4% -8.2% -6.5% -0.0% 1.1% -3.1% 3.2% -8.5% -0.6%

Railroad employment, Class I linehaul carriers, SEPTEMBER 2015 (% change from SEPTEMBER 2014)

CANADIAN RAILROADS TRAILERS CONTAINERS TOTAL UNITS

ORIGINATED SEPT ’14 43,352 22,377 30,849 10,556 21,444 6,078 9,837 5,743 21,692 9,061 2,730 2,065 19,043 13,765 47,561 10,224 83,992

TOTAL CARLOADS, MONTH 2015 vs. 2014

CANADIAN RAILROADS ALL Commodities

ORIGINATED SEPT. ’15 46,776 23,608 30,074 11,279 21,555 6,313 9,426 3,115 16,391 8,316 2,552 2,064 19,244 13,344 49,078 9,357 83,519

BY Commodity

Transportation (train and engine) 67,365 (-4.21%)

Executives, Officials, and Staff Assistants 9,736 (-2.10%)

Professional and Administrative 14,325 1.14%

Total employees: 167,023 % change from SEPT. 2014: (-1.00%) Transportation (other than train & engine) 6,676 (0.34%)

Maintenance of Equipment and Stores 30,846 1.83%

Maintenanceof-Way and Structures 38,075 2.13%

Source: Surface Transportation Board

class I employment takes a slight hit Figures released by the STB show Class I total railroad employment dropped 1.00% in September 2015, measured against September 2014. Three out of the six categories dropped slightly with Transportation (train and engine) taking the biggest hit with a 4.21% decrease, compared to last year. Maintenance-of-Way and Structures continues to rise, up 2.13%. This is followed by Professional and Administrative, which rose 1.14%. 4

Railway Age

November 2015

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Industry Outlook UITP sets up shop in North America

Greenbrier expands into Saudi Arabia as quarterly orders climb The Greenbrier Companies, Inc. announced last month that it received diversified new orders in its fourth quarter ended Aug. 31, 2015 for 2,900 railcar units valued at $470 million. Orders for the quarter include medium- and hi-cube covered hopper cars, automobile carrying cars, boxcars and tank cars, include a recent award for 1,200 tank cars from Saudi Railway Company, marking Greenbrier’s entry into the Middle East. Greenbrier also said it expects to exceed previously provided diluted EPS guidance of $5.70 to $5.85 (excluding non-recurring costs in the third quarter of $0.16 per share) for the fiscal year ended Aug. 31, 2015. “These higher expectations are principally driven by increased margins in our manufacturing segment, which includes lease syndications and a lower than anticipated tax rate related to geographic mix of earnings,” the company said. “Our diversified backlog of 41,300 units valued at $4.71 billion is near all-time highs, giving us visibility well into 2016, 2017 and beyond,” said Chairman and CEO William A. Furman. “Additionally, our recent expansion into Brazil and Saudi Arabia extends our geographical reach into new international markets and further diversifies our business. Production facilities now include major factories in Mexico to serve North America and Latin America; Brazil, which can reach African and Latin American export markets; Poland for Europe, near-Asia, Saudi Arabia and other Middle East markets; as well as our flagship factory, Gunderson, in the U.S.” During its 2015 fiscal year, Greenbrier received orders for 32,400 new railcar units valued at $3.44 billion. The average sales price of $106,000 for the orders received is $11,000 higher than in fiscal year 2014 “and is a testament to the value and diversity of railcar types ordered,” said Furman. “We have recently confirmed production schedules with many of our major customers, including those operating in the energy sector, and have received no order cancellations. In select cases, we have worked with customers to change product mix or reschedule a portion of production, in return for attractive current and future benefits to Greenbrier. These changes, which are consistent with our longstanding practices, have freed production capacity to receive orders in areas of rising demand such as automotive, and medium- and large-cube covered hopper cars.” Greenbrier’s 1,200 tank cars for Saudi Railway Company (SAR) will be built to U.S. standards on production lines certified by the Association of American Railroads at Greenbrier’s wholly owned Wagony Swidnica subsidiary in Swidnica, Poland. Delivery of the first tank cars to SAR will begin in the second half of calendar year 2016, and will be completed in 2017 and 2018, depending on car type. Track dimensions in Saudi Arabia are identical to those in the U.S. 6

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November 2015

UITP (International Association of Public Transport), which represents 1,400 member agencies in 96 countries, has opened a new office in New York City “to support the growth in urban transit projects across North America.” “UITP will for the first time have a North American office to help support the development of public transit in the region,” organization said. “The present growth of North American cities is leading to major efforts to modernize existing transit systems, as well as build new integrated light rail transit, bus rapid transit and metro systems.” UITP’s liaison office will be headed by Regional Manager for North America Andrew Bata, an urban transit professional with more than 30 years’ experience who was previously Chief of International Best Practice at MTA New York City Transit. Bata is charged with sharing international expertise with UITP’s North American members, working to connect bike- and carsharing systems with public transit and supporting the organization of the UITP Global Public Transport Summit that will take place in Montreal in May 2017. UITP member companies in North America include some of the region’s largest operators in rapid transit (NYCT, MBTA, WMATA, Société de transport de Montréal and TTC) and light rail systems (Phoenix, Salt Lake City, Honolulu, Edmonton and Vancouver). Brusselsbased UITP now has 13 liaison and regional offices across the globe.

UITP Regional Manager North America Andrew Bata heads the New York office.

Market Denver, Twin Cities adding to Siemens LRV fleets Denver’s Regional Transit District (RTD) and Metro Transit in the Twin Cities of Minneapolis-St. Paul have exercised options worth a combined $132.1 million for 34 additional Siemens light rail vehicles. RTD awarded Siemens a $112 million contract for an additional 29 SD-160 LRVs, bringing the Siemens fleet to 201 vehicles, when completed. In the Twin Cities region, Metro Transit exercised a $20.1 million option with Siemens for an additional five S70 LRVs, adding to the existing 59 currently operating on the Metro Green and Blue lines.

North America CTC, Inc.: Has been tapped by Denton County Transportation Authority (DCTA) to implement signal systems enhancements to the A-train, its 21-mile commuter rail line. Dallas Area Rapid Transit: Has selected Vix Technology, a global provider of smart ticketing and payment technology solutions, to implement a new, comprehensive fare payment system, the transit agency announced Oct. 5, 2015. The contract is worth $30 million. KC Streetcar Authority: Has entered into an operations and maintenance contract with Saint Joseph, Mo.-based Herzog Transit Services Inc. (HTSI) for the Kansas City Downtown Streetcar. Keolis Commuter Services: Has awarded GIRO, a supplier of planning, scheduling and managment software for public transit and paratransit operations, a contract for a HASTUS-Rail installation to optimize scheduling and manage daily operations of the Massachusetts 8

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November 2015

Worldwide Bay Transportation Authority’s (MBTA) commuter rail system, which Keolis operates and maintains. Metropolitan Transportation Authority (MTA): Has reached an agreement with both the state and city of New York on the remaining funding for MTA’s $26.1 billion five-year capital program, which is being touted as the largest-ever investment in the city’s public transport infrastructure. Texas Central Partners: Has signed a $130 million contract with Dallas to Houston Constructors (DHC), a joint venture of Archer Western Construction and Ferrovial Agroman, to carry out engineering and pre-construction work on the proposed 239-mile Dallas-Houston high-speed line. TrinityRail: Has extended its alliance with equipment finance specialist Element Financial Corporation under which Element will purchase leased freight cars worth $1 billion between 2016 and 2019.

Austrian Federal Railways (ÖBB): Has launched an international tender for a contract to supply up to 200 electric freight locomotives. Bombardier: Has signed a Shekels 1 billion ($US 262 million) contract with Israel Railways (IR) to supply 62 fouraxle TRAXX AC electric locomotives with an option for 32 additional units. Casa Transport (France): Has awarded Alstom a contract worth around €100 million to supply 50 Citadis low-floor LRVs for the second light rail line in Casablanca. Network Rail: Has appointed BAM as principal contractor for a £170 million project to upgrade Scotland’s 174-km (108-mile) Aberdeen - Inverness line. Rhine-Ruhr Transport Authority (VRR): Has signed 15-year contracts with Abellio and National Express in Hamm for the operation of the RhineRuhr Express (RRX) regional network in Germany.

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Update Supply Briefs

Railroads get their PTC extension

Progress Rail Services acquires Haynes Corp. Progress Rail Services Corp., a Caterpillar company, has acquired Haynes Corp., a manufacturer of precision diesel fuel injection systems for heavyduty engines. Haynes Corp. products include fuel injection pumps, injector assembles, nozzle assemblies, delivery valves, plungers and barrels, and electronic injectors. The company performs contract manufacturing. Progress Rail President and CEO Billy Ainsworth said, “We are pleased to have Haynes join the Progress Rail family. This acquisition is a good strategic fit to expand our offering of locomotive OEM service parts, as Haynes Corp. focuses on high-quality, innovative solutions that help meet and exceed EPA expectations for emissions while generating fuel savings.”

Wabtec, Faiveley Transport commit to acquisition Wabtec Corp. last month signed a definitive agreement with members of the Faiveley family to acquire approximately 51% of Faiveley Transport S.A. The total purchase price is about $1.8 billion, including assumed debt. On July 27, Wabtec announced that it had made an irrevocable offer to acquire Faiveley Transport, which has completed required labor union consultations. A majority of Faiveley shareholders have accepted Wabtec’s offer. Wabtec has also entered into a definitive tender offer agreement with Faiveley Transport and a definitive agreement with the majority shareholders of the company. Closing of the transactions are subject to various customary conditions, including completion of regulatory requirements. 10

Railway Age November 2015

House T&I Committee Chair Bill Shuster (R-Pa.)

The rail industry’s frenzied push to extend the Congressionally imposed deadline for implementing Positive Train Control—one of the largest unfunded mandates ever foisted upon a U.S. industry—finally came to fruition on Oct. 29, 2015, when President Obama signed into law H.R. 3819, the Surface Transportation Extension Act of 2015. The legislation, which the Senate had passed only one day before the President signed it, extended federal transportation funding through Nov. 20 to prevent a Highway Trust Fund shutdown. More important, H.R. 3819 included language for a PTC deadline extension identical to that in H.R. 3763, the Surface Transportation Reauthorization and Reform Act of 2015, passed Oct. 22 by the House Transportation and Infrastructure Committee. That the blanket three-yearminimum PTC implementation deadline extension to Dec. 31, 2018, came about as the result of its attachment to another bill is no surprise to Capitol Hill insiders. House T&I Committee Chair Bill Shuster (R-Pa.) felt that the PTC extension language contained in H.R. 3763 would be acceptable to Sen. John Thune (R-S.

Dak.), Senate Commerce Committee Chair. Shuster was right, and as a result, there was a fallback position to move the PTC language via another legislative vehicle. That vehicle was H.R. 3819, the short-term surface transportation bill extension, which needed to be passed prior to Oct. 29 to keep the Highway Trust Fund from going belly up. The legislation gives railroads the option to seek a waiver granting an additional two years beyond Dec. 31, 2018 to install PTC. President Obama, who has voiced his displeasure with delaying implementation of PTC, was expected to sign H.R. 3819. The AAR says freight railroads have spent close to $6 billion on PTC development, testing and installation, with an additional $4 billion to be spent before the technology is fully operational. The rail industry had been stressing that, without a deadline extension, there would have been an embargo imposed on certain TIH (toxic inhalation hazard) freight traffic, as well as passenger train operations, a move that would have idled transportation of commodities vital to the economy and public health (chlorine to purify drinking water, for example) and stranded millions of rail passengers.

William C. Vantuono

EMD’s SD70ACEe-T4 debuts at Railway Interchange 2015 Electro-Motive Diesel’s long-anticipated Tier 4 freight locomotive, the SD70ACe-T4, made its debut during Railway Interchange 2015 at BNSF’s Northtown Yard in Minneapolis, Minn. Railway Age Editor-in-Chief William C. Vantuono spoke with EMD Manager, System Engineering Scott Swenson about the locomotive’s features and conducted a walk-around video, which can be viewed on the Railway Age YouTube channel. The SD70ACe-T4 is powered by an all-new, 4,400-traction-hp, 12-cylinder, four-stroke EMD-developed 1010 diesel engine. EMD isn’t providing many technical details of how it attained Tier 4, only saying that it has done this without the use of urea as an aftertreatment. The 1010 is a radical departure from EMD’s traditional two-stroke engine, which traces its roots to the 545, 645 and 710 series engines that have preceded it. It is not based on a Caterpillar engine, though, according to Progress Rail President and CEO Billy Ainsworth, it “combines the engineering expertise of Progress Rail, Electro-Motive and Caterpillar.” EMD is a wholly owned subsidiary of Progress Rail Services Corp., a Caterpillar company. EMD’s other Tier 4 offering, the F125 Spirit high-speed passenger locomotive, utilizes a 4,700hp Caterpillar C175-20 engine. The SD70ACe-T4 “includes a high performance AC traction system,

The SD70ACEe-T4 is powered by EMD’s 1010 diesel engine.

isolated powertrain, radial bogies, individual axle control, advanced electronics and an enlarged cab designed for crew ergonomics and safety,” EMD said. “With the reliability, maintainability and safety customers expect from EMD locomotives, benefits of the SD70ACe-T4 include improved asset utilization, optimized efficiency and performance and lower infrastructure and maintenance costs.” EMD added that it plans to have these locomotives available in the second half of 2016, “which is earlier than previously announced.” “In 2010, we acquired ElectroMotive, a world leader in diesel electric locomotives, having delivered

more than 60,000 locomotives worldwide,” Ainsworth noted. “Over the past five years, our goal has been to take the EMD locomotive product line to the next level in terms of innovation and sustainability. The long and diverse manufacturing history of Caterpillar, coupled with the depth and breadth of our combined engineering efforts, make for impressive products. As we look to the future, our goal is to provide a full range of product and service solutions, targeted at improved performance in terms of sustainability, fuel savings and lower emissions—all of which will provide lasting benefits for our valued customers.”

November 2015 Railway Age 11

Update

Up until now, GO Transit’s Bombardier Transportation BiLevel cab cars have been identical in appearance to their companion trailer coaches, giving the appearance that the train is traveling “backwards” when operating cab car-forward, by some observer accounts. That is beginning to change.

In 2014, Metrolinx, the Ontario, Canada provincial agency that operates GO Transit, and Bombardier announced a new, more aerodynamic cab car design that includes a larger operator’s cab end and CEM (crash energy management) structural elements. Metrolinx ordered 67 units; the first of

these entered service last month. They’re being built at Bombardier’s Thunder Bay, Ontario, plant. The new design is a radical departure from its flat-faced predecessor. Bombardier’s BiLevel cars, in service at many North American transit agencies, haven’t changed their basic appearance since they were originally designed by GO Transit and Hawker Siddeley Canada in the mid-1970s as a more efficient replacement for GO’s original single-level coaches and cab cars. Later coaches were manufactured by Urban Transportation Development Corporation/Can-Car and finally Bombardier, which now owns the designs. There are more than 1,200 Bombardier BiLevels in service today at 14 different locations across the U.S. and Canada; almost all have been built at Thunder Bay and Bombardier’s plant in Plattsburgh, N.Y.

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Railway Age November 2015

On-Board

Wayside

Communication

Stephen C. Host

GO Transit gets a facelift with new aerodynamic cab cars

Railway Interchange 2015 attendance sets new record Organizers for Railway Interchange 2015, held in Minneapolis, Minn. on Oct. 4-7, 2015, report that total registered attendance for the U.S.-based combined exhibition and technical conference reached 9,571, a new record. The exhibition showcased the latest technology, services and research by members of the Railway Supply Institute (RSI), the Railway Engineering-Maintenance Suppliers Association (REMSA) and Railway Systems Suppliers, Inc. (RSSI). Railway Interchange 2015 also featured technical presentations and discussions by the American Railway Engineering and Maintenance-of-Way Association (AREMA) and the Coordinated Mechanical Associations (CMA). “Attendance for Railway Interchange 2015 exceeded our expectations, and underscores its role as the leading North

American railway exhibition and technical conference,” said AREMA Executive Director and CEO Beth Caruso. RSI President Tom Simpson said, “We’ve had very positive feedback from both attendees and exhibitors, proof that Railway Interchange continues to provide value as it grows. The Coordinated Mechanical Associations continue to have robust agendas and their attendees found this year’s conference programs to be particularly useful and topical.” REMSA Director of Trade Shows David Soule noted, “With more than 400,000 square feet of combined indoor exhibit display space, and more than 1.5 miles of outdoor on and off-track exhibits, Railway Interchange 2015 was the largest combined railway exhibition and technical conference to date in North America.” “Railway Interchange 2015 was an

unqualified success. People are already asking about the next Railway Interchange and looking to secure booth space,” added RSSI Executive Director Secretary/Treasurer Michael A. Drudy. Some Railway Interchange 2015 fast facts: • Total number of exhibits: 687 • Indoor exhibits: 652 • Outdoor exhibits: 35 • International attendees: 1,127 • International exhibits: 76 • Countries represented: 42 The previous Railway Interchange, held in 2013 in Indianapolis, drew 7,850 attendees and featured 657 exhibitors, with participants from more than 40 countries around the world, organizers said. The next Railway Interchange will take place September 17-20, 2017 in Indianapolis, Ind.

November 2015 Railway Age 13

Update Rail service to Denver airport scheduled for April start Denver’s Regional Transportation District (RTD) received notice from the project concessionaire, Denver Transit Partners, that the University of Colorado A Line commuter rail service from Denver Union Station to Denver International Airport will be ready for service on April 22, 2016.

The RTD University of Colorado A Line takes its name as a result of the first sponsorship through RTD’s naming rights program. The line is 23 miles of new electric commuter rail, which will use new railcars built by Hyundai Rotem—the first of their kind in Denver—and is part of the Eagle P3

project, the nation’s first full publicprivate partnership (P3) for transit. Local RTD taxes combined with a $1.03 billion federal grant and $450 million from Denver Transit Partners, the 34-year concessionaire that will build, operate and maintain the trains, make up the $2.2 billion project.

Marc Condon joins Simmons-Boardman Railway Division Marc Condon has joined the SimmonsBoardman Publishing Corp. Railway Division as Midwest Regional Advertising Sales Manager, with responsibility for Railway Age, Railway Track & Structures and International Railway Journal.

A Chicago native and selfdescribed “diehard Cubs fan,” Condon has been in media sales for the better part of the past 15 years, working for companies such as the Chicago Sun-Times and NBC. After attending the University of Iowa, where he studied business, Condon worked with Marriott International, Inc., where he won numerous awards for excellence in customer satisfaction. Most recently, he worked for a

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Railway Age November 2015

B2B trade publication called Cutting Tool Engineering where he was the Midwest Sales Manager for the past three years. With an extensive background in B2B sales Condon says he “is excited and motivated to grow in the dynamic rail business.” “Marc has a tremendous amount of energy and drive to help his customers grow their business,” said Simmons-Boardman Rail Group Publisher Jonathan Chalon.

Chicago Union Station redevelopment moves forward As part of ongoing work to improve Chicago Union Station, Amtrak, Metra and the Regional Transportation Authority (RTA) have launched initiatives aimed at advancing the iconic station’s master redevelopment plan. The initiatives include a Request for Proposals (RFP) for designing major improvements and a Request for Information (RFI) for a master developer to lead redevelopment efforts. In addition, $14 million in Amtrakfunded 2015-16 improvements are under way, including completion of restoration of the station’s grand staircases and plans for a new passenger lounge to open in mid-2016 with direct access from Canal Street. Amtrak, the City of Chicago, Metra and the RTA have agreed to jointly fund design services for improvements to address immediate passenger capacity, service, safety, accessibility, and mobility issues at and around the station, which is used daily by more than 50,000 Metra riders as well as numerous Amtrak long-distance and regional services passengers. Thirteen near-term (Phase 1) improvements were identified in a city-led master plan that will advance work for renovation of an expanded concourse, new or expanded entrances, platform widening, ADA compliance, pedestrian passageways and track and platform ventilation. The work to advance these improvements, called Phase 1A, includes planning, historic review and preliminary engineering services, up to 30% design, with an option to complete. An RFP for a consultant to provide these services is under procurement, with a selection to be made this winter. Design work is expected to be completed in 2017. Amtrak sent an RFI to local, regional and national developers regarding opportunities to redevelop Union Station and surrounding land parcels as well as improvements to passenger and employee facilities, all integrated with the surrounding

Quality Service with Personal Integrity

neighborhoods. The RFI, Amtrak said, “represents the first step in the evaluation of interested parties capable of all aspects of project delivery, including an implementable Master Development Plan; designing, constructing and financing the potential operation and maintenance of non-rail assets; and identification of expansion opportunities and commercial development in surrounding areas in the West Loop.” The RFI and future phases of the Master Development process “is part of a larger corporate program to leverage the substantial Amtrak asset portfolio,” Amtrak noted. “This program includes additional future opportunities at other Amtrak-owned properties that will undergo a similar Master Development process.” Plans for Amtrak-funded station improvements include relocation of a passenger lounge to double the space available for business class and sleeping car passengers and to allow expansion of coach passenger seating at the concourse level; replacement of door systems and heating upgrades; restoration of the 219-foot-long skylight that soars 115 feet over the Great Hall; and creation of banquet and event space in the former women’s lounge.

As a family-owned and operated business with over 100 employees, Delta Railroad Construction takes pride in providing quality service with personal integrity using the right people and the right equipment. Our customers can rely on us to complete each job on time and within budget. We strive for defect-free workmanship, and we focus on minimizing interruptions by emphasizing planning, staging, and coordination of resources. We take pride in our work, from preparation, to installation to clean- up/ The Delta team is flexible and responsive when unforeseeable problems arise during construction. The Delta team becomes part of your team.

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November 2015 Railway Age 15

Watching Washington Frank n. wilner

STB’s analytic owl is no milquetoast

f the three-member Surface Transportation Board’s (STB) lone Republican, Ann Begeman, is a riddle wrapped in a mystery inside an enigma—as confided by many agency staff and stakeholders— there is nothing opaque in her piquant divergences with the STB’s Democratic majority. For sure, Begeman’s written disagreements are rarely dull, typically intellectually fascinating, frequently pithy, largely non-political, and so numerous as to soon make her the agency’s dissenter-in-chief. While those dissents suggest a nightmare of waking hours, her reasons appear less a different theory of regulation than held by other board members and more a prickly impatience with an agency culture that preserves the status quo to maximize chances of prevailing on appellate court review. Voicing no opinion, Transportation attorney Thomas J. Litwiler keeps score, finding that Begeman, in fewer than five years at the STB, has crafted 40% of all dissents in the rail regulatory agency’s 20-year history. Where the STB’s 11 other current and former members dissented in just 1.2% of votes cast, Begeman has dissented in 5.3% of cases in which she participated. A statistical comparison with members of the STB’s predecessor Interstate Commerce Commission (ICC) is not appropriate as the former supervised motor carriers in addition to railroads, and existed in a more encompassing regulatory environment. While former STB member Frank Mulvey, a Democrat, holds the record for dissents—32 vs. Begeman’s current 28—Mulvey was a board member for nine years. Begeman likely will eclipse Mulvey’s total. Although her first term expires Dec. 31, the statute permits her to remain an additional 12 months or until a successor is Senate-

Railway Age

November 2015

confirmed. Will she seek White House renomination? Nobody hazards a guess. STB history further reveals Begeman’s self-determination. The third-highest dissenter was Republican Gus Owen, with four. Republican Doug Buttrey dissented twice; Democrats Linda Morgan and Deb Miller, and Republicans Wayne Burkes and Chip Nottingham, once each; and Democrats Jake Simmons, William Clyburn and Dan Elliott, and Republican Roger Nober, never.

In less than five years at the STB, Begeman has crafted 40% of all dissents. That Begeman’s mentor during many of her previous 21 years as a congressional aide was the irascible Sen. John McCain (R–Ariz.) helps explain her disdain for business as usual and reputation as an analytic owl. Consider her dissent conveying a “there are no trivial matters before us” message. The estate of a benefactor to a dormant tourist railroad sought a decision to facilitate liquidation and collection of prior loans. Begeman faulted the majority, saying only an “overriding and compelling public purpose” should drive STB decision making. “This [case] has little to do with the public good, but instead serves only private interests.” When the parties settled, she wrote that the initial decision should be vacated not because the parties requested it, but because it was made in error.

A majority vote that a federal statute overrides state environmental law, the latter of which could delay or halt construction of a California high-speed rail line, drew this Begeman dissent: “The majority’s main focus has been on getting out of the [advocates’] way instead of providing much needed review and oversight.” When the majority voted to define, case-by-case, the statutory meaning of “on-time performance” as applied to freight railroad hosting of Amtrak passenger trains, Begeman dissented that a rulemaking proceeding—not individual adjudications—would better “allow the development of a complete record.” After Chairman Dan Elliott departed the STB to await reconfirmation, Acting Chairman Deb Miller joined Begeman in reversing that decision, obviously won over by the dissent. In a blockbuster dissent involving a bulk chemicals shipper, Begeman criticized the board’s complex, timeconsuming and expensive process by which rail rates are challenged as unreasonable: “While I had been skeptical about the Stand Alone Cost (SAC) test prior to my service at the Board, my concerns have only grown as I have seen the SAC process in action. I would expect the Board to objectively consider the shipper’s evidence… Unfortunately, that expectation has not been met in this case.” Begeman belies long-standing perceptions that the STB divides along politically established ideological lines, with Republicans more sympathetic to railroad entreaties. In fact, many STB watchers view Democrat Miller as warming to Republican Begeman’s thinking. Should Begeman serve a second term, and become chairman under a Republican President, they’ll likely be some changes made. Indeed.

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Jersey Transit Strong By CAROLINA WORRELL, Managing Editor

It takes tenacity—and lots of capital—to keep one of the nation’s

t usually isn’t a good idea in the journalism business to use superlatives—words like “largest,” “fastest,” “heaviest” or “strongest.” However, when writing about New Jersey Transit, “unique” would be a perfectly acceptable word to use. The nation’s third-largest transit agency, now 32 years old, is the only one that covers an entire state (and the argument, “So what? New Jersey is a geographically small state” doesn’t hold water, because it is the most densely populated, with the highest mobility needs). Its capital budget rivals that of some Class I railroads. It operates more trains on the Northeast Corridor than Amtrak, though it technically is only a tenant. Its rail system encompasses just about every mode—commuter/regional, electrified light rail, diesel light rail. It is the only U.S. rail system to operate dual-power (AC catenary/diesel) locomotives. It was the first U.S. system to open a DLRT 18 Railway Age November 2015

By WILLIAM C. VANTUONO, Editor-in-Chief

(diesel light rail transit) system, the River LINE. On any given day, you can see single- or multi-level railcars hauled by an ALP46 electric, diesel or ALP45DP dual-power locomotive. You will also see electric multiple-unit cars. And let’s not forget the massive bus fleet. This may be a rail publication, but we would be remiss if we did not at least acknowledge that NJ Transit’s rail and bus systems are quite well-integrated. Running NJT is an arduous task, not only because of its operational complexity, but because of the fact that this is, well, New Jersey, a state whose highly contentious politics (and frequent political scandals) are nationally known. Typically, some legislators in the State House in Trenton act as though they should be in charge of running the state’s public transportation system. This is true of the current governor, Chris Christie, who is not known for being a handsoff, let-the-professionals-run-the-trains politician. Christie is

William C. Vantuono

largest rail transit systems rolling.

nj Transit

currently running for President of the United States, a situation that makes funding NJT more problematic than usual. What do Christie’s presidential aspirations have to do with NJT’s operational and capital budgets? It goes like this: New Jersey’s highly stressed transportation infrastructure—roads, bridges, railways—is dependent upon the state’s Transportation Trust Fund (TTF), which is funded entirely by gasoline taxes. New Jersey has one of the lowest gasoline taxes in the nation, and that tax has not been raised since 1988. That’s right—27 years. Many legislators in Trenton believe that the only way to shore up the TTF is to raise the gas tax. They correctly point out that New Jersey is a “corridor state,” a crossroads where, for example, most of the long-haul truckers tearing up the pavement on the New Jersey Turnpike are just passing through town. But raising taxes of any kind always has been a political non-starter in New Jersey. The governor, if he has any hopes of winning the Republican presidential nomination (and by most accounts, his chances are roughly zero), must stick to his no-new-taxes guns. What’s good for the country is good for New Jersey, so if Christie has anything to do about it, the gas tax will not be raised as it needs to be. Meanwhile, the TTF is just about bankrupt, with nearly 100% of its revenues going toward debt service. Creative refinancing isn’t going to work anymore, and the state is running out of options. This is the situation that NJ Transit Executive Director Veronique “Ronnie” Hakim is doing her best to manage. A skilled and personable transportation executive with a long track record in the New York metropolitan area, she finds herself in the unenviable position of having to raise fares to close a gap in NJT’s operating budget. She is also dealing with NJT’s rail unions, which have been in virtual deadlock with management for four years, without a contract renewal, and are now working under a Presidential Emergency Board.Yet, Hakim has managed to gain the trust and confidence of many of the state’s public transportation advocacy groups and of legislators who deal with transportation issues, according to people with whom Railway Age has spoken. Hakim is only the second woman to hold the Executive Director’s post, after Shirley A. DeLibero in the 1990s. “Shirley,” as she was affectionately known by her employees, got things done, and left her mark on the agency. Ronnie will most likely do the same. Capacity, Resiliency, Safety

Enough about politics. Over the past two years, NJT, despite TTF troubles, has doubled its capital budget, to $2 billion in this fiscal year. There are a host of major programs under way, ranging from new rail vehicles to hardening assets against natural disasters like Superstorm Sandy, which inflicted heavy damage on NJT equipment and infrastructure when it tore through the state in October 2012. NJ’s MultiLevel railcars, supplied by Bombardier, are fast becoming the agency’s standard-bearer for regional/commuter service. Popular with passengers, and possessed of a particularly good ride quality, their success has prompted NJT to

decide to go with an electric multiple-unit (EMU) version to replace the classic yet aging single-level Arrow III EMU cars, which were overhauled in 1993 and are approaching the end of their service life. Within the next six months, NJT will be releasing a request for proposals for approximately 113 multilevel EMUs. The specification will call for these cars to be configured in married pairs consisting of one powered and one non-powered unit. None will have operating cabs. Instead, they will be fully compatible with the existing Bombardier MultiLevel fleet, affording NJT the opportunity to create EMU consists limited in size only by station platform length. Along the same lines of extra length for extra capacity, NJT has completed testing of a prototype extended light rail vehicle for the Hudson-Bergen Light Rail (HBLR) and Newark Light Rail (NLR) systems. Thirty-five are on tap—25 for HBLR, 10 for NRL. In a program similar to that of Dallas Area Rapid Transit, Kinkisharyo, builder of the HBLR and NLR LRVs, is supplying expansion modules to transform 35 existing LRVs into five-unit articulated cars. NJT shop forces will perform the stretching. Among NJT’s numerous state-of-good-repair projects are overhauling the Alstom/EMD PL42AC diesel fleet, and rebuilding several old standbys: GP40PHs, which will see service in the New Jersey Meadowlands for Giants and Jets football games as well as the planned “American Dream” commercial/residential development project there (a successor to the planned but never implemented Xanadu project).

Over the past two years, NJT has doubled its capital budget to $2 billion, despite TTF troubles. Significant rehabilitation is under way on many smaller bridges throughout the rail network. This is in addition to the regular track, signal and traction power programs that must be performed on a system that operates several hundred trains every day. Like all U.S. passenger rail systems, NJT is dealing with installing Positive Train Control, a $225 million expense made all the more complicated because onboard equipment must be installed on 14 different types of rail vehicles. So far, only two have been prototyped, and NJT is counting on the three-year extension of the PTC deadline currently before Congress and expected to be passed by year’s end. The agency’s PTC technology, ASES (Advanced Speed Enforcement System) II, is fully compatible and interoperable with Amtrak’s ACSES (Advanced Civil Speed Enforcement System) on the NEC. Parsons Transportation Group is the system integrator; Alstom is the supplier. As a stopgap safety measure until PTC is finished, as of Nov. 1, NJT will have completed installation of civil speed enforcement that utilizes induced speed restrictions tied to November 2015 Railway Age 19

NJ transit

20 Railway Age November 2015

power for electrified territory, including the NEC. “This is not strictly a backup system for the commercial power that we normally purchase,” explains Assistant Executive Director, Capital Planning & Programs Steve Santoro. “Though it will take over traction power supply if the commercial grid goes down for any reason, we will use it to generate as-needed supplementary power.”

Courtesy of NJ Transit

its existing cab signal technology at 14 curves throughout the system. This is the same relatively simple (compared to PTC) plug-in that most likely would have prevented Amtrak’s Frankford Curve and Metro-North’s Spuyten Duyvil fatal wrecks, had it been in place. (It has since been installed.) Superstorm Sandy hit NJT like a bomb, causing hundreds of millions of dollars worth of damage. In response, the Federal Transit Administration has allocated NJT $1.72 billion of Public Transportation Emergency Relief Funds to to date. These funds have supported critical recovery and resilience projects, among them NJ TRANSITGRID, Raritan River Drawbridge Replacement, Hoboken Long Slip Flood Protection, Train Storage & Service Restoration (Safe Haven), and Train Control & Communication Resiliency. The funding is advancing work on Morris & Essex Line and North Jersey Coast Line signal and communications systems, repair of traction power and distribution systems that support the HBLR system, and other long-term recovery efforts. In addition, the funding will allow NJT to advance “resilience projects,” including installation of watertight doors and barriers at the Meadows Maintenance Complex (MMC) and more resilient signal systems at Hoboken Yard. NJ TRANSITGRID is particularly interesting, as it involves construction of a standalone power plant to supply traction

MAIN TO MAIN RAIL YARD CONTROL

NJ transit

The Train Control & Communication Resiliency Project involves hardening the rail operations center (ROC), located at the MMC. NJT is also establishing an emergency operations center at its bus maintenance facility in Maplewood, N.J. The center will expand the role of the Office of System Safety, functioning as a location for senior management to operate the entire NJT system in the event of a natural disaster or other emergency. Amtrak’s Tenant—And Partner

As the principal train operator on the NEC, which 80% of NJT customers touch in some way, either through direct service or transfers, the agency pays Amtrak a considerable sum in access fees, and also invests heavily through various joint facilities agreements. Currently, NJT’s annual “rent” is $80 million. Add to that some $20 million in contributions to Amtrak capital programs. Under PRIIA, a new cost allocation model was established based on usage. The formula increased NEC access fees considerably, but NJT is, at least publicly, in step with the changes. The successor legislation to PRIIA that will be enacted as part of a six-year federal transportation funding program now in play on Capitol Hill will undoubtedly raise the rent. As Ronnie Hakim puts it, parsing her words a bit carefully (as she undoubtedly must, given her position), “A very high level of investment in the NEC is

needed, and we are the primary user of the NEC,” from Sunnyside Yard in Queens, N.Y., through Morrisville Yard in Pennsylvania, just across the Delaware River from Trenton. To that end, NJ Transit is working closely with Amtrak on planning and engineering for two new Hudson River tunnels that are the foundation of Amtrak’s $20 billion Gateway Project to improve access to Penn Station New York, the destination for most NJ Transit customers. The agency has taken the lead in NEPA (National Environmental Policy Act) procedures associated with the project. Perhaps Gov. Christie will make Gateway one of his priorities when he decides to stop dabbling in presidential politics and concentrate on his home state. He killed the ill-fated ARC (Access to the Region’s Core) project a few years ago after it morphed into “The Tunnel to Macy’s Basement” project, a stub-end station that would have served only NJ Transit. Whether Gateway will come to fruition in the foreseeable future is uncertain. Christie and his New York counterpart, Andrew Cuomo, along with the Port Authority of New York & New Jersey, have pledged financial support. Now it’s up to the federal government to pony up the funds to punch those critically needed tunnels under the Hudson, and expand Penn Station New York for the mutual benefit of NJ Transit, Amtrak and Long Island Rail Road customers. RA

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22 Railway Age November 2015

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HSR IN THE NORTHEAST: WHAT NEXT?

PART III: The Devil Is In The Details 24 Railway Age November 2015

By ALFRED E. FAZIO, MSME, P.E., Contributing Editor

hile so-called “policy makers” generally practice the proverbial 50,0000-foot view, it is necessary for someone else to be (also in the proverbial sense) “in the weeds,” that is, checking the landing gear. This is a requirement to ensure that the “aircraft” will bring the “policy” folks to a safe landing. The saying of a few generations ago was that “the devil is in the details.” Large engineering programs succeed or fail on details rather than general concepts. Given that the concept of upgrading the NEC beyond NECIP functionality and criteria to those associated with VHSR (very-high-speed rail) is a good objective, it is necessary to look at some of the details in order to ascertain if this objective is desirable—that is, is the payback worth the cost and effort? As noted in Parts I and II, the New Jersey High Speed Rail Program (NJHSRIP) provides the primary source of data for such an analysis, particularly with respect to the cost data, including service impacts and production time as well as money. This program is also one of the primary data sources for the benefit side. The NJHSRIP is being executed on a fast-track schedule, effectively as a design-build rather than a design-bid-build effort. The Program Requirements Document (PRD) along with the System Safety Plan established much of the design criteria for the individual rail systems (track, traction power, right-of-way, train control). Since it was necessary to commence fabrication, installation and construction prior to completion of all designs, a robust system safety and systems integration effort was employed from the program’s inception. The development and execution of the program is best reviewed by considering original design concepts; design changes necessitated during installation/construction and integration of the independent rail systems to optimize investments; innovations, including technical and business methods; and system safety requirements. ORIGINAL DESIGN CONCEPTS

NJHSRIP’s signalization design was a derivative of the HDIS (High Density Interlocking Signal) system deployed in the mid-1990s on the High Line, the two-track portion of the NEC between Newark and New York. This is a fixed-block, nine-aspect, cab/no-wayside ATC system that is not to be confused with ACSES (Advanced Civil Speed Enforcement System, Amtrak’s version of PTC, an overlay on the basic ATC system). Codes are delivered at two separate and distinct frequencies. The second frequency gives the speed upgrade. Only selected trains are able to read it. For example, Amtrak trains are capable of reading the codes for MAS (maximum allowable speed) of 125 mph. Freight trains, which do not operate on the High Line, were assigned an MAS of 50 mph. This assignment was jointly worked out by Amtrak with Conrail, CSX and Norfolk Southern, and required FRA concurrence. This route and aspect will become the new NEC standard for cab signals/ATC. Of note is the block layout. Because of the CONOPS (Concept of Operations) prescribing the primary diversion route of a high-speed train to an outside track, it was necessary to provide at least a 125-mph cab speed on tracks 1 and 4. It was also desirable to provide higher capacity (within the

90- to 100-mph speed regime) on these tracks. This necessitated the use of extremely short blocks. Where 4,500-foot blocks were used on the inside (No. 2 and No. 3 HSR) tracks, 3,000-foot blocks were used on tracks 1 and 4. Figure 1 provides a typical arrangement of blocks, comparing tracks 1 and 4 with 2 and 3. Thus, as a direct result of the operational requirements as expressed in the CONOPS, signalization of the outside tracks was significantly more costly than on the two designated high-speed tracks. Presumably, this concept will also apply elsewhere on NEC, since it provides a workable solution to the capacity lost when signaling for the long braking distance required for VHSR. This allows the superimposition of VHSR on sections of the NEC that also support heavy commuter traffic, without degradation to commuter train capacity, assuming such capacity is based upon 90- to 100-mph braking. Since the track in this territory has traditionally been well-constructed and maintained, most of the improvements were limited to interlockings. However, MIDWAY interlocking at MP 41.7 was the exception. A universal interlocking consisting of all No. 20 (45-mph) crossovers, MIDWAY’S retirement and replacement with a high-speed interlocking had been planned since NECIP. Such planning at the policy level gives budget makers an opportunity not to invest, and as a consequence this interlocking, located within the existing 135-mph territory, was in questionable condition. For example, gas-fired switch heaters fed from wayside propane tanks were still in use. These heaters are routinely blown out by the passage of high-speed trains, thereby requiring full-time coverage by B&B employees during storms. Based upon the CONOPS, train movements presently scheduled at MIDWAY will be relocated to the two new high-speed (80-mph) interlockings located at DELCO (MP 32) and ADAMS (MP 34). MIDWAY will remain for use only as a “block breaker.” After significant internal debate, the decision was reached to replace MIDWAY with new crossovers, but these would again be No. 20s, suited for 45 mph, not high-speed crossovers. This decision was driven by maintenance costs and continuing reliability as much as by capital costs: A fourtrack universal interlocking comprised entirely of high-speed crossovers would be nearly two miles between opposing home signals and would contain 60 switch machines, all equipped with snow melters. Performance of such relatively simple requirements as FRA-mandated monthly obstruction tests become a challenge. One major improvement was the widening of track centers within the interlocking from 12.5 feet to 15 feet. This allowed improved crossover geometry. Former NJ Transit Vice President Rail Operations Kevin O’Connor (now with Metro-North) fully concurred with this decision, based on reliability considerations. Minimal bridge work was required. At certain locations adjacent to roadways, however, the safety case mandated installation of automotive-type guardrails to serve as barriers against vehicular intrusion. The most significant right-of-way improvements centered on improved drainage and placing the new signal houses at an elevation to accommodate a major flood. A speed-restricted November 2015 Railway Age 25

northeast corridor high-speed rail

reverse curve limited to 130 to 140 mph depending on equipment considerations exists between MP 39 and MP 40. The original concept called for realigning these curves to achieve 160 mph; this proved impractical from environmental (wetlands), property-taking and cost viewpoints, so the alignment will remain as is. This decision would be important to the cost containment required for catenary renewal. It was also desirable to widen track centers from the nominal 12.5 (and in some cases lower) feet. This was accomplished at interlockings, but for institutional reasons not throughout the designated 160-mph territory, resulting in other safety mitigations. CATENARY CONSIDERATIONS

Improvements to the electric traction (catenary) system include a new frequency converter rated at 70 to 80 megawatts located at the existing 25-MW facility in Metuchen, and a new substation near Trenton. A new cable-in-trough signal power distribution system will replace the original Pennsylvania Railroad open-wire aerial distribution. This is expected to significantly reduce weather-based failures. The original program scope also called for installation of independently registered constant-tension catenary over all four tracks for the full program length (MP 32 to MP 54). The conversion to constant-tension catenary proved to be one of the most problematic aspects of the program. The original PRR catenary is a heavy-duty, fixed-tension system with its own 25 Hz, 138 KV transmission lines carried on an overbuild.

The presence of a commercial utility overbuild (Public Service Electric & Gas) atop the railroad overbuild raised significant constructability and work scheduling issues. The existing catenary poles are spaced approximately 250 feet apart along the right-of-way. Placing new poles at 180 feet apart or less would require an outage of the utility lines, and ultimately their relocation to new structures. The trolley wire and associated auxiliary and messenger wires for each track are generally supported by body spans— cabled assemblies that span all four tracks and supported by catenary poles on either side. Under this design, a pantograph-caused dewirement on one track is likely to tear down catenary on adjacent tracks. A major improvement to reliability will be attained by replacing the body spans with a beamconverting each location to a portal structure. Thus, all new or converted structures will be portals, allowing independent registration of catenary over each track (below) directly to the new portal beam. The original design concept was based on optimization of pantograph/wire dynamics for a 160-186 mph speed regime. This design called for spacing of portal structures at variable distances, but in no case could the new structure spacing exceed 180 feet with a constant-tension wire design. This created several major constructability, investment cost and maintainability challenges, including: • Construction of new foundations along an active right-ofway, part of which is through designated wetlands.

COMPONENTS OF PRR CATENARY, AS MODIFIED FOR NJHSRIP UTILITY COMPANY (PSE&G) OVERBUILD This simplified diagram of the original Pennsylvania Railroad-style fixed-tension catenary shows the system converted from a body span to a ”sandwich beam” portal design with independent registration. This design works for fixed- or constant-tension catenary. Signal power has been relocated to a wayside trough. Back guys, a major vulnerability in a body-span system, are no longer required.

AMTRAK 136,000 VOLT TRANSMISSION LINE 33 KV TO 230 KV POWER COMPANY LINE

26 Railway Age November 2015

“SANDWICH BEAM” PORTAL “SAP” STICK ASSEMBLY

northeast corridor high-speed rail

NEW JERSEY HIGH SPEED RAIL PROJECT SCOPE New Traction Power Substation

Hamilton Station

REVERSE CURVE

Princeton Junction Station

PSE&G OVERBUILD

4 TRACK 3 TRACK

135 MPH Acela Express Timetable Speed

2 TRACK 1 TRACK MP 50

MP 52

MP 48

HAM (universal) NEW CONSTANT-TENSION CATENARY; PROPOSED 160 MPH MAS ON 2 AND 3 TRACKS

• Erection of more than 400 portal beams over an electrified railroad that supports 24/7 operations. • Retention, repair and maintenance of the old catenary structures until the Amtrak transmission lines can be relocated (currently this is not funded). The PSE&G overbuild would also require relocation. • Coordination with PSE&G and the N.J. Bureau of Public Utilities to obtain the utility transmission outages required for erection of new poles. Since this is an electrical grid

To Newark

To Philadelphia

Trenton Station

135 MPH Acela Express Timetable Speed

MP 40

MP 36

MP 32

MP 31

MIDWAY (universal)

ADAMS (new) No. 32

DELCO (new) No. 32

COUNTY (universal)

NEW FIXED-TENSION CATENARY ON EXISTING POLES; PROPOSED 140 MPH MAS ON 2 AND 3 TRACKS

trunk line, these outages are seasonally limited, adding an undesirable scheduling constraint to catenary renewal. Further engineering analysis indicated that speeds on the order of 140-145 mph could be achieved with new fixedtension catenary using the existing pole spacing, with body spans converted to portal structures. This speed roughly matched that which would be achieved on the existing alignment for the reverse curve between MP 39 and MP 40. Analysis of train performance indicated that, given this

W o r l d ’s L a r g e s t C r a n k s h a f t M a n u f a c t u r e r a n d R e - M a n u f a c t u r e r

H e r m i t a g e , PA U S A 1 6 1 4 8 Te l e p h o n e 1 - 7 2 4 - 3 4 7 - 0 2 5 0 w w w . E l l w o o d C r a n k s h a f t G r o u p . c o m 28 Railway Age November 2015

northeast corridor high-speed rail

restriction, consideration of high-speed braking and acceleration rates showed that a speed in excess of 140 mph could not be achieved between MP 39 and MP 32 (the eastern limit of catenary renewal). Thus, the 160-mph target between the locations was essentially a “paper” speed. Also, the PSE&G overbuild extends east of MP 32. This, and a curve on a stone viaduct over the Raritan River (MP 31) eliminated any possibility of exceeding 140 mph east of MP 32. In fact, all the way through to Penn Station New York, there is no chance of exceeding even the current Acela Express MAS of 135 mph. East of MP 32, the timetable MAS is 125 mph for only about 10 of the 33 miles. Due to the curve-heavy alignment, there is very little opportunity to increase MAS for any class of train (including the anticipated new Tier III high-speed equipment) above the current timetable speed of 125 mph. Further analysis showed that, between MP 32 and MP 41, the running time difference between 140 mph and 160 mph is less than 30 seconds. An integrated review of right-of-way, catenary, operational performance and capital and maintenance costs resulted in Amtrak’s decision to retain fixed-tension catenary between MIDWAY and MP 32. Such decisions are common in fasttrack design-build programs as program needs are compared to a project’s schedule performance and “hard money” budgets. Such decisions are “made in the weeds,” based on a

thorough knowledge of engineering systems, the railroad’s physical characteristics and operational requirements. Upon review of data and the decision-making process, FRA funding-grant managers concurred with this change. The condition for FRA’s concurrence, however, was that the fixed-tension catenary would be comprised of all-new material and would be designed with portal structures and independent registration. The benefit of retaining fixedtension catenary could be that the portal beams would be erected on the existing poles without the need for PS&G transmission line outages. As a result, two “beta” catenary configurations will emerge from NJHSRIP: one for fixedtension and one for constant-tension. Based on their performance, each configuration will evolve to a standard applications design for use on the balance of the NEC. CONCLUSION

Part III of this series has reviewed some of the engineering details and design adjustments that arose during the construction process. Many of these adjustments, such as the catenary changes, were driven by the hard money ($459 million)/hard schedule (5.5 years) requirements delineated in the grant. Part IV will discuss some of the innovative methods employed to achieve the grant requirements, including a special project labor agreement with BMWE. RA

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What happens when you’re off the air?

Air brake technology is improving. Do FRA brake test rules need updating? By WILLIAM C. VANTUONO, EDITOR-in-Chief

reight train operations continue to evolve— specifically, longer heavier consists running in all kinds of weather conditions and ambient temperatures—and air brake technology is evolving along with it. Though regulatory issues involving PTC and tank car safety have been capturing most of the attention, air brake R&D continues quietly in the background. Here’s a look at what’s being examined at present.

William C. Vantuono

IAROO, ABA BNSF 90 CFM Test Waiver

At Railway Interchange 2015 in Minneapolis, the International Association of Railway Operating Officers (IAROO) and the Air Brake Association (ABA) held a joint session to discuss the BNSF Railway’s 90 CFM pilot test waiver. Jeff Garrels, Director of Train Handling at BNSF, explained that the need to increase from 60 CFM to 90 CFM for DP (distributed power) operations is specifically meant for extreme cold weather, such as on the railroad’s Northern Hi-Line route, Minneapolis to Whitefish, Mont. Current Federal Railroad Administration and previous Transport Canada air brake rules limit train line air flow not to exceed 60 CFM for an entire train, including DP units, with no more than a 15 PSI brake pipe pressure gradient between the head end and the rear end. These requirements have been in place since 1984 in Canada and 1989 in the U.S. According to Garrels, one advantage of DP is “the ability

to charge and maintain the brake pipe with multiple air sources, distributed throughout the train.” In 2009, CP and CN began testing 90 CFM, which was approved in Canada in November 2011. Calculating data from the Canadian railroads, BNSF began 90 CFM Waiver testing in Great Falls, Mont., in August 2012. The intent is to establish FRA waiver criteria for increasing air flow limit to a maximum 90 CFM combined on DP trains. BNSF’s 90 CFM Waiver testing generated the following results and observations: – 90 CFM brake pipe pressure did not adversely affect GE LOCOTROL® Communication Interruption recovery protocols, nor were there any negative impacts on overall air brake functionality under certain conditions of DP and train segment lengths. – As temperature decreases, air flow increases. This was specifically seen at temperatures below 0 degrees F. – No difference in DP performance across various train types. – Brake applications and releases ranging from a minimum reduction to a full-service application were made without any problems at brake pipe leakage rates for 60 CFM and 90 CFM. – No significant differences were noted between the brake applications made at 90 CFM vs. the brake applications made at 60 CFM or in between. November 2015 Railway Age 31

AIR BRAKE DEVELOPMENTS

Time Off and Cold Temperatures

For U.S. operations, the Code of Federal Regulations stipulates that Class I brake tests (initial terminal inspections) and Class II brake tests (intermediate inspections) be conducted on cars that have been disconnected from a source of pressurized air (“off air”) for more than four hours before they are moved in a train. This time limit was codified in 2001, providing an increase from an “administrative interpretation” that had allowed a maximum of two hours off-air, increasing it to four. In describing its justification for the higher time limit, the FRA stated that it “tends to agree that the amount of time equipment is left off a source of compressed air is not directly related to the operation of the brake system on that equipment. However, FRA does believe that in certain circumstances the length of time that equipment is removed from a source of compressed air can impact the integrity and operation of the brake system on a vehicle or train. Particularly in cold weather situations, where freeze-ups in train brake systems can occur… if equipment were allowed to be off-air for an excessive amount of time, it would be virtually impossible for FRA to ensure that equipment is being properly retested, as it would be extremely difficult for FRA to determine how long a particular piece of equipment was disconnected from a source of compressed air.” In 2008, the four-hour limit was increased for trains equipped with ECP (electronically controlled pneumatic) brake systems to between 24 and 80 hours, depending on where the train is parked. For example, if such a train is parked at an “extended off-air facility” such as a fencedin power plant, FRA allows up to 80 hours without requiring a retest. 32

Railway Age

November 2015

The No. 1 and No. 1A brake tests required by Transport Canada are similar in procedure to FRA Class I and Class II tests, respectively. These tests also establish off-air time limits, but the maximum allowable off-air time without retesting is 24 hours. Since FRA last considered the question of changing the off-air time limits for non-ECP equipped trains in 2001, “a number of changes in the industry have occurred,” TTCI says. “Railroads have increased the use of information technology systems to track off-air time, which should alleviate concerns about regulation enforcement difficulty. Increased use of wayside wheel temperature detectors to monitor brake system health allows for the ability to identify cars with poorly performing brake systems without a visual inspection. To support the AAR SRI (Strategic Research Initiative) on brake system performance, Transportation Technology Center, Inc. (TTCI) conducted testing to evaluate the effects on freight car brake system performance after being disconnected from a source of pressurized air for different periods of time during winter weather. Using a block of 20 coal gondola and hopper cars, TTCI conducted Class I brake tests 10 times over the course of five days. The air flow and leakage rate tests were used to evaluate the brake pipe pressure leakage. Brake cylinder pistons and brake shoes were checked on each car to ensure that the brakes applied in response to a 20 PSI brake pipe service reduction and again to ensure that the brakes released when the brake pipe pressure was increased. After each test, the gladhands were uncoupled between the locomotive and the first car to allow ambient air to infiltrate the train line as it would in a revenue service situation. Air temperature at the time of the tests ranged from 17 to 57 degrees F. “There was no change in the brake system performance of any of the 20 cars throughout the course of the testing, regardless of the air temperature or off-air time prior to the test,” TTCI said. “On all the cars, the brakes were

Courtesy of New York Air Brake

– Several trains did exceed 90 CFM but were secured until air flow resided. “Testing conducted thus far has validated our theory that air flow rates can be increased from today’s maximum of 60 CFM to reach as high as 90 CFM combined on DP trains and still allow continued safe train operations,” Garrels said. BNSF provided a waiver update to FRA, and in September 2015, the railroad submitted this update to FRA for admission to docket. In addition, a Waiver Subcommittee has been formed to assist this effort. The Association of American Railroads is helping to facilitate the process. The test waiver, Garrels said, has been extended until 2017, and in the interim the railroad “will continue to operate under the waiver in place, as it offers operational benefits during cold weather. The Waiver Subcommittee is actively working with AAR to finalize a petition for proposed change in regulation and its subsequent submission to the FRA.”

AIR BRAKE DEVELOPMENTS

applied in response to a 20 PSI brake pipe service reduction and released only when the brake pipe pressure was restored. A variety of brake pipe pressure leakage rates were recorded, and all of the values met the Class I test criteria. The brake pipe pressure flow rate and gradient values likewise met the Class I test criteria. Due to the measurable leakage in the brake pipe, the flow rate and gradient values must have been slightly greater than 0 cubic feet per minute and 0 PSI, respectively. However, on a short consist of 20 cars using typically available measurement devices (a flow meter on the locomotive and pressure transducers on the locomotive and end-of-train device), these values were too small to quantify.” “Railroads are proactively pursuing improved brake system health monitoring through the use of wayside wheel temperature detectors,” TTCI stresses. “These devices allow an in situ evaluation of the brake system health of every car that passes the detector. Such methods are able to identify not only cars with inoperative brakes, but can also be used to identify cars with chronically under-performing brake systems. For example, while the brake cylinder may look fully pressurized to an inspector, it may only have sufficient air pressure to extend the piston and may not be providing the intended brake shoe force. Wayside wheel temperature detectors are capable of identifying the symptoms of this

type (and other types) of poor brake system performance. “Railroads have invested heavily in information technology over the past 20 years. Using commonly held technology, it should be possible to compute an estimate of off-air time for a car or cut of cars by querying the arrival time at the current terminal. Railroads utilizing AEI (automatic equipment identification) technology have the ability to research the time a car, train, or cut of cars arrived at a location and when it departed, without the need for a physical observation of the event. NYAB and BCM

Brake cylinder leakage during train operations can create safety problems, and affect productivity. Brake cylinder leaks are caused by such environmental stresses as vibration and impacts; dirt, grime, oil, solvents and grit; moisture; and extreme temperatures. “For short-duration brake applications, such leaks are inconsequential, because the system quickly recharges after release,” notes New York Air Brake Team Leader, Valves and Foundation Equipment-New Product Development Derick Call. “The AAR Brake cylinder leakage allowance, per S-486/3.14 (Brake Cylinder Leakage Test), is no more than 1 PSI per minute.” Recent data indicates that 90% of freight cars have some brake cylinder leakage. Exponential distribution results in an

November 2015 Railway Age 33

AIR BRAKE DEVELOPMENTS

average 0.5 PSI per minute leakage across the AAR fleet. “On long downgrades and in winter conditions, small leaks become a bigger problem,” says Call. “Braking power diminishes with each minute, since the system cannot compensate on the fly. Safety and control are reduced. Wear and tear increases on brakes with smaller cylinder leaks as they attempt to ‘make up the difference.’ Wheels on cars with brakes that have lost their braking force become ‘cold’— which becomes its own problem.” Across the U.S. there are more than 6,000 wayside hot/ cold wheel detectors installed. “Originally introduced to detect ‘hot’ wheels—bad bearings—these systems now detect ‘cold’ wheels,” says Call. “The detector looks for and passes wheels of sufficient temperature. Warm wheels equate to ‘good brakes.’ Conversely, cars with ‘cold’ wheels (based on average) are flagged for service and repair, so cold wheels equate to ‘bad brakes.’ But cold wheel detectors are not infallible. Cars with good brakes can be flagged after downgrades. Many of them later pass the single-car test and are returned to service, resulting in lost productivity and unnecessary costs.” New York Air Brake offers a solution to this problem: The The DB-60 II™ with Brake Cylinder Maintaining (BCM™), which compensates for common brake cylinder leaks by recharging the brake cylinder while the train is moving.

“BCM works on long downgrades, and in cold weather conditions to improve the accuracy of hot/cold wheel detection systems,” says Call. “The benefits are more braking control, improved productivity, cars in service longer and reduced operating costs.” On grade braking, BCM “provides the needed flexibility to handle a train with leaky brake cylinders,” says Call. “In addition to avoiding delays and lost revenue due to unnecessary stops, and reduced stress in the brake system due to brake cylinder leakage, there’s an added safety margin for unexpected events, such as loss of dynamic brake.” A non-maintained brake cylinder will leak down to the 10 PSI QSLV (Quick Service Limiting Valve) level, “an unsafe level by any standard,” Call notes. “The DB-60 II with BCM will maintain brake cylinder pressure to within 8 PSI of the target pressure—what the pressure would have been with no leakage—at a rate of 1 PSI per minute (chart, p. 32). For 10 PSI of target pressure, the rate is 2 PSI per minute. NYAB has a simple concept to achieve the BCM function that can be used to easily upgrade existing valves. The 8 PSI offset is an inherent design characteristic. Other designs that would have been able to maintain target pressure could have been used, but they would have been impractical for upgrading current valves. BCM preserves up to 85% of the braking effort that would otherwise be lost to leakage.” RA

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November 2015

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Automating the industry, one yard at a time

GE’s Yard Planner software allows for a 5% reduction in car dwell time.

Classification yard performance has a direct impact on network velocity and efficiency. Process control systems are helping improve that performance. By CAROLINA WORRELL, Managing Editor

36 Railway Age November 2015

RailComm

RailComm has a long history of implementing solutions for yard automation. Today, its technology ranges from its first standard switch machine remote control to its current automation of yard ladders using remote control from a central location, to local control panels strategically located in the field, and remote control through mobile radios. Powered by its Domain Controller, DOC® (Domain Operations Controller) System, RailComm’s yard control capabilities “have migrated from single isolated locations to a full control of receiving to departure areas of the yard,

Courtesy of GE Transportation

lassification yards tend to be the bottleneck on a railroad. Breaking up inbound trains, sorting cars and building new outbound consists can be a timeand labor-intensive process, especially when car information isn’t accurate. Misrouted, misclassified cars create extra work, and extra time, ultimately slowing down a corridor, or even an entire network. Computerization and automation are changing the way class yards work. Following are several examples of companies that offer new and improved software-based yard control systems.

making inbound and outbound movements more efficient and safer for yard employees,” the company says. The DOC® System is described as “an advanced command, control and communications software platform that supports a wide variety of integrated solutions for indication, control, access and distribution of critical operational data across the railroad enterprise.” RailComm’s yard control system integrates switch and signal components with a command and control architecture “that scales as the customers need it—from a few switches to an entire yard or an entire railway, increasing efficiencies, safety and protection.” RailComm’s solutions include remote switch control and routing, blue flag protection, shove track protection, car tracking and heater control. RailComm’s DOC® System can interface with a variety of third-party enterprise systems, making its technology “more valuable and relevant to customers.” And by integrating its own data communications platform—RailComm RADiANT™—and intelligent control hardware platform, RailComm says its yard solution is more “robust and reliable for the rail environment.” RailComm says it is continuously investing in its control hardware and communications platforms “to provide more value to customers through greater functionality, higher availability and more sophisticated monitoring and support capabilities. With our latest development of the Expandable Automation Controller (EAC) and IP RADiANT, we provide augmented functionality that allows us to communicate to field devices at a ground level to monitor and perform remote diagnostics and troubleshooting.” Recently, RailComm launched RailComm Insight™, its smart monitoring and analytics platform. With RailComm Insight™, the company “plans to transform traditional remote condition monitoring to a smart decision tool for effective preventive and corrective condition-based maintenance. We currently monitor the condition of main line switches; however our roadmap supports the integration of our DOC® system that currently gathers relevant field data from the RailComm integrates switch and signal components with a scaleable command and control architecture.

yard, and other specific field devices. Now railroads can benefit from lower maintenance costs, better planning, fewer service disruptions and higher asset availability.” RailComm says its yard control system “has been proven to help customers, from North American Class I railroads to industrials and ports, increase efficiency and safety. With RailComm’s software and hardware platforms, our customers can optimize their resources more effectively and achieve increases in revenue and reduction costs. In addition to freight railroads, RailComm has delivered multiple yard control projects to Amtrak, WMATA, SEPTA, PATH and Metro, as well as the Port of Los Angeles, Long Beach Container Terminal, US Sugar, Auckland Transport and Kinder Morgan. At US Sugar Corp. in Clewiston, Fla., RailComm completed installation of yard automation and computer-aided dispatch (CAD) systems. As the largest sugar cane producer in the U.S., US Sugar Corp. owns and operates the largest private agricultural short line railroad in the country. It operates 24 hours a day for just-in-time processing, and its 120 miles of main line connects with South Central Florida Express, which in turn connects with Florida East Coast and CSX. “With a well-defined deadline to implement our solutions on time for harvesting season, we successfully implemented a yard automation solution for controlling 32 switches, and a CAD system for the entire main line, in October 2015,” RailComm notes. The yard control system provides entrance/exit routing and remote control of powered switch machines for US Sugar’s Clewiston yard. It’s controlled from a central location within the control tower. Communications with the field use RailComm’s RADiANT wireless communications platform over a 2.4 GHz spread-spectrum data network. “Authorized personnel can safely route trains through the yard and onto the main line from a remote location, without the need to manually throw switches that can cause injuries,” RailComm explains. “DOC® software also offers the yard controllers a user-friendly graphical interface that provides flexibility, speed and efficiency.” The main line dispatch system uses DTC block dispatching. US Sugar takes advantage of DOC® system’s standard components such as Daily Operating Bulletins, Track Bulletins, Delivery Bulletins, GCOR Protection Forms, Railroad Manager and reporting services. US Sugar dispatchers have replaced paper train sheets with an electronic form “that enhances their ability to move trains with increased safety and productivity. From a single user interface, the dispatcher can add and access train consist information, as well as keep track of the train’s resources during its journey,” RailComm says.

Courtesy of RailComm

GE Transportation

GE’s Yard Planner is described as “an advanced software solution that helps customers make the best decisions around asset use and resource working sequences. Yard Planner allows customers to visualize and monitor yard state and plan yard activities, so trains can get connected and out of the yard faster, avoiding trains sitting idly.” Yard Planner’s core capabilities include generating a November 2015 Railway Age 37

YARD PROCESS CONTROL SYSTEMS

yard-level processing plan with a detailed schedule for the movement and processing of each car; visualizing current car inventory, activities, and inbound and outbound schedules, and providing predictability on yard capacity/performance in the planning horizon. It includes a comprehensive yard planning suite that covers inbound train termination, car humping, car sorting and outbound train building—“an intuitive way to view yard status, yard plan and KPIs (key performance indicators).Yard Planner improves car connection performance, on-time departure performance and efficiency in daily operations. Additionally, the software helps reduce overall carhire costs and allows for a 5% reduction in car dwell time.” Trainyard Tech

The technology for Trainyard Tech, LLC’s ClassMaster™ system has been migrated over to a new system called RouteMaster™ for providing Entrance-Exit (NX) train control. “With RouteMaster™, it is now possible to integrate the entire train operation at the hump yard from the receiving yard to the hump yard to the pullback yard and finally to the departure yard—main to main control,” the company says. “The next hump yard to install our ClassMaster™ Hump Yard Process Control system will use a new approach for detecting switch occupancy,” Trainyard Tech notes. “This will now be accomplished by using bi-directional wheel sensors positioned around the switch point. The advantage is that it does away with the legacy method of using a Presence Detector Device while providing significantly more information from the bi-directional wheel sensors. This will be used to enhance the speed and acceleration measurements of rolling cars, which leads to a much improved control performance. 38 Railway Age November 2015

Another benefit is quicker detection of anomalies associated with rolling cars, such as brakes-on or other problems.” Now included in the ClassMaster™ system is TyTReporter, a web-based tool that provides an easy-to-use interface to access car data and reports from the system’s car database. TyTReporter provides yard performance statistics and metrics, as well as detailed car data, “with a few simple clicks. The big advantage is that all stakeholders have access to various reports, from yard production and productivity statistics for managers to detailed car data analysis information for technicians.” Another innovative user interface now available provides operator displays over the railroad’s internal intranet with the user simply using a standard web browser. This method allows for access over any device—PDAs, tablets, laptops, mobile phones—to the system user interface, with a high degree of security. Trainyard Tech’s new Distance To Coupling (DTC) subsystem has been fully integrated with the ClassMaster™ system so that the track calibration is now completely automatic, providing additional information including real-time car speed and coupling speeds. Recent ClassMaster™ hump yard installations include CN’s McMillan Yard in Toronto, which entered service this past June, and Norfolk Southern’s Bellevue (Ohio) Yard which entered service in October. Ongoing ClassMaster™ hump yard projects include the CSX Queensgate Yard Process Control System in Cincinnati, Ohio, which is expected to enter service in March 2016, and NS’s Conway Yard Process Control System in Pittsburgh, which is scheduled to enter service in December 2016. RA

Courtesy of Trainyard Tech

Trainyard Tech’s TyTReporter provides yard performance statistics and metrics, as well as detailed car data.

under

Do you know a railroad professional under 40 who is going places? nominate a colleague or yourself.

Railway Age presents its inaugural Fast trackers—10 rising stars Under 40 contest, in which we will profile ten individuals under the age of 40 who have made an impact in their entries will be judged by experienced industry professionals and those that represent the “best of the best” will be featured in Railway Age’s February issue.

enter at railwayage.strUtta.com

Shutterstock / iurii

respective fields or within their company.

People

Meetings

High profile Southeastern Pennsylvania Transportation Authority (SEPTA) has promoted Richard G. Burnfield to the position of Deputy General Manager. Burnfield will also continue to serve as the authority’s treasurer, a position he has held for the past seven years. He will report directly to General Manager Jeffrey D. Knueppel, P.E. Over the course of his 36 year career at SEPTA, Burnfield has focused on transforming financial business practices, introducing strategic planning innovation, and advancing critical investment in the authority’s Burnfield assets. Prior to becoming CFO, he served as Senior Director SEPTA of Budgets and Manager of Capital Budgets. Under his leadership, SEPTA has achieved balanced budgets for 16 consecutive years. Burnfield’s career in public transit began at New Jersey Transit Corp.

Dec. 9

AllTranstek LLC—Jeffery J. Wilson, AllTranstek’s Chief Operating Officer since 2004, has been promoted to President; Richard J. Kloster, who has led AllTranstek’s strategic and technical services groups for the past three years, has been promoted to Senior Vice President and Chief Marketing Officer. CF Rail Services—Chuck Zekis has been promoted from Director of Sourcing, Procurement and Materials Administration to the position of Director of Network Sales, Sourcing and Business Development. League of Railway Industry Women— Jodi Heldt, a 20-year customer service veteran with railcar maintenance equipment manufacturer Whiting Corp., has been elected President. Pioneer Railroad Services, Inc.— Dale Montgomery has joined the Pioneer Lines team as Vice President of Business Development. Railway Engineering-Maintenance Suppliers Association (REMSA)— Scott Como has been elected as new director of REMSA’s board. Railway Supply Institute (RSI)— Jason Connell, Vice President, Sales and Marketing, New York Air Brake; Adam Lent, Assistant Vice President, Supply Chain, TTX Company; and William P. O’Donnell, Executive Director of Global Sales, Miner 40

Railway Age

November 2015

Enterprises have been elected as board members. They will serve a three-year term beginning Jan. 1, 2016. WSP | Parsons Brinckerhoff— Dane G. Polijak will lead design and construction activities of signal and communications systems for transit and rail clients as a senior supervising engineer in the firm’s Pittsburgh office. TranSystems—Andrew Stanevicius has been promoted to Senior Professional Partner.

100 YEARS AGO in

November 1915 Seventy Years Young If the average ambitious young business or professional man of, say, 25 or 30 years, could determine what his position in life would be at the end of the time, he would be satisfied to determine that his career should be similar to Edward Payson Ripley’s since he was 25 or 30, and that he should stand at 70 where Mr. Ripley stands now. Measured by every rational standard, the Santa Fe’s president at three score years and ten ranks among the most all-around successful men of his generation. The tribute paid by the dinner given him in Chicago last Saturday night was one of the most splendid ever received by any man and was as sincere and welldeserved as it was splendid.

“Big Data” in Railroad Maintenance Planning 2015 University of Delaware, Newark, Del. Website: engr.udel.edu/

Jan. 6-9, 2016 2016 NRC Conference and REMSA Exhibition Hotel del Coronado, San Diego, Calif. Website: nrcma. org/2016nrcconference

Jan. 12, 2016 Western Railway Club Dinner Union League Club of Chicago Contact: wrclub13@ comcast.com

March 3, 2016 Railroad Day on Capitol Hill Renaissance Washington, Washington, D.C. Website: member.aslrra.org/ aslrra/RRDay2015

March 8, 2016 Western Railway ClubRailway Age Railroader of the Year Dinner Union Club League of Chicago Contact: wrcclub13 @comcast.com

April 3-6, 2016 ASLRRA Connections Convention Gaylord National Harbor, National Harbor, Md. (Washington, D.C.) Website: aslrra.org meetings___seminars/

May 10, 2016 Western Railway Club Dinner Union League Club of Chicago Contact: wrclub13 @comcast.com

June 28-30, 2016 57th RSSI C&S Exhibition Gaylord Texan Convention Center, Grapevine, Tex. Website: rssi.org

LightRaiL2016 Presented by railway age and rt&s

Planning, EnginEEring and OPEratiOns April 27 & 28 Downtown Marriott, Philadelphia

conference topics: • Defining Light Rail: Modal Categories • The Variety of Vehicles and Vehicle Integration • Alternative Vehicle Technologies and Shared Use • Track Engineering and Maintenance of Way • Signaling and Train Control • Traction Power • System Safety and Safety Certification • LRT Operations: Standard and Expedited • APTA LRT Standards Development • Training, Development, and Labor Relations

www.railwayage.com/lightrail Sponsorships & exhibits available. Contact Jon Chalon at jchalon@sbpub.com, 212.620.7224

Products Power Drives debuts diesel fuel filtration, warming systems

Power Drives, Inc. (PDI), a Buffalo, N.Y.-based supplier of diesel engine heating/idle reduction and fuel filtration systems with manufacturing facilities in Erie, Pa., Falconer (Jamestown), N.Y., and Haiyu Town, Changsu City, China, spotlighted two recently introduced technologies at Railway Interchange 2015 in Minneapolis. PDI’s new fully synthetic, dual-layered diesel fuel filtration system (pictured, with Global Accounts Manager Eric Knechtel), co-developed with Schroeder Industries, “increases dirt-holding capacity by 242% vs. an OEM unit; offers an efficiency of 99.98% of particles at 4 microns or

greater and a 50% pressure drop reduction; doubles the life between change-outs, with half the maintenance installation time; and offers improved cleanliness per ISO Code 4406, which exceeds Tier 4 requirements. A more robust end cap prevents deformation, allowing the filter to sit flush and seal properly, eliminating common misalignment and premature failure problems,” according to PDI. PDI’s Powerhouse™ Diesel Warming System (DWS) is available in two configurations: The DWS-APU and the DWS-120. The DWS-APU (Auxiliary Power Unit) incorporates a Tier 4-compliant, 9.5 hp single-cylinder Kubota® engine. The DWS-120 operates from an 120/240 VAC, 5/2.5-amp external electric power source. Both units, described as “compact,” feature the Powerhouse™ Heat Exchanger, rated at 136,000 BTUs/hour (40kW). The heat exchanger “provides rapid coolant heating plus rock-solid reliability,” maintaining an engine coolant temperature of 100 degrees F “even in the coldest of temperatures.” The DWS-APU consists of two modular components, the APU and the heat exchanger/pump, that can be mounted up to 20 feet apart. It consumes, on average, 0.38 GPH (gallons per hour) of fuel once at temperature; the DWS-120 consumes, on average, 0.35 GPH of fuel at temperature.

Rail Systems & Vehicle Engineering

SOLUTIONS

Looking for the perfect candidate or job in the rail industry? Vehicle Engineering Systems Engineering Fare Payment and Revenue Systems Operaaons Planning, Simulaaon and Analysis

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www.ltk.com 42

Railway Age

November 2015

To place a job posting, contact: Jeanine Acquart 212 620-7211 • jacquart@sbpub.com

RAWrkSiteTrn1_2pg2014AllClass_Layout 1 1/22/14 2:53 PM Page 1

Torque indicating device replaces traditional assembly The newly patented Hand Brake Torque Indicator (BTI) from CMN Components Inc., a nationwide railcar parts supplier, is a torque indicating device that directly replaces traditional vertical railcar hand brake wheel and hub assemblies. It was introduced at Railway Interchange 2015 in Minneapolis. The BTI is described as “a simple mechanical device that provides a clear visual indication of applied torque when setting a hand brake, eliminating uncertainty.” It has been rigorously cycle tested to ensure conformance to the latest standards and has been field tested for more than three years. In addition, the BTI has been tested for calibration during “golden shoe” brake tests performed during new-car production to establish calibration settings indicated on the operating decals applied to the car. The BTI, says CMN, “is produced using high-quality AAR approved steel alloy materials, and its decals are made of genuine 3M reflective Safety Yellow materials, with UV protection and a seven-year guarantee from peeling or fading. The critical torsion spring is manufactured in the U.S. by an ISO-certified spring manufacturer. The BTI can minimize injury risks, reduce runaway car risks, and takes the guesswork out of setting a hand brake.” More information is available at www.brakeindicator.com.

New voltage awareness tester Protran Technology’s newest product, the MiniPro Plus, is an ergonomically designed voltage awareness tester that features an audible and visual alert and meets all applicable transit standards. Additionally, the 501,000 Volts AC/DC MiniPro Plus is ETL Third Party certified. For more information visit http://www.protran technology.com.

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November 2015 Railway Age 43

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Railway Age

November 2015

Ad Index Company

Phone #

Fax

URL/Email address

ALLU Group, Inc.

800-939-2558

201-288-4479

usa@allu.net

Atlas Copco Compressors, LLC

803-817-5627

866-861-2835

jim.donohue@us.atlascopco.com

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

Delta Railroad Construction Inc.

440-994-2997

440-992-1311

info@deltarr.com

Dixie Precast

770-944-1930

770-944-9136

fbrown142@aol.com

Ellwood Crankshaft & Machine

724-347-0250

724-347-0254

ecgsales@elwd.com

Graham-White Manufacturing Co.

904-230-4525

904-230-4526

jkuhns@grahamwhite.com 30

Holland Co.

708-672-2300 ext.382

708-672-0119

gpodgorski@hollandco.com

LTK Engineering Services

215-641-8826

215-542-7676

tfurmaniak@ltk.com

MAC Products

973-344-0700

973-344-5891

edward.gollob@macproducts.net

Metra Marketing

312-542-8357

312-322-6619

NRC

202-715-2920 202-318-0867 info@nrcma.org

NRE

618-241-9270 618-242-8519 sales@nre.com

Okonite Co.

201-825-0300

ORX

201-825-3524

Page #

info@okonite.com

814-684-8484

glenn@orxrail.com

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

Power Drives, Inc.

716-822-3600

716-824-4817

r.panzica@powerdrives.com

Progress Rail Services LRS

256-505-6402

256-505-6051

info@progressrail.com

Railquip Inc

770-458-4157

770-458-5365

sales@railquip.com

Rails Co.

973-763-4320

973-763-2585

rails@railsco.com

Railway Educational Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb.com

Roxtec

800-520-4769 918-254-2544 railway@roxtec.com

RSSI

502-327-7774 502-327-0541 rssi@rssi.org

Soft Rail

888-872-4612

sales@signalcc.com

Trainyard Tech LLC

724-443-8881

cra2@zooninternet.net

724-443-8881

23, 43, 44, C3

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

Advertising Sales MAIN OFFICE Jonathan Chalon, Publisher 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, AR, IN, KY, LA, MI, MS, OH, OK, TN, TX Marc Condon 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5021 mcondon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, PA, RI, SC, VT, VA, WV, Canada – Quebec and East, Ontario Jerome Marullo 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com

AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada – AB, BC, MB, SK Heather Disabato 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5026 Fax: (312) 683-0131 hdisabato@sbpub.com The Netherlands, Britain, France, Belgium, Portugal, Switzerland, North Germany, Middle East, South America, Africa (not South), Far East (Excluding Korea /China/India), All Others, Tenders Louise Cooper International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 lc@railjournal.co.uk

Scandinavia, Spain, Southern Germany, Austria, Korea, China, India, Australia, New Zealand, South Africa, Russia, Eastern Europe Baltic States, Recruitment Advertising Julie Richardson International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 jr@railjournal.co.uk Italy, Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it

Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT Jeanine Acquart 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7211 Fax: (212) 633-1325 jacquart@sbpub.com

November 2015 Railway Age 45

equipment Sale/Leasing

Available For Lease

◆ 3,600 cu. ft. Open Top Hoppers. 45 degree slopes for aggregate, coke, coal, etc. ◆ Covered Hopper Cars – 4,650 & 4,750 cu. ft. cars with trough hatches & gravity gates. 268K Gross Rail Load. ◆ Covered Hopper Cars – 3,000 cu. ft. cars with circular hatches & gravity gates. ◆ Flat Bottom Gondolas – 4,000 cu. ft. cars, 268K Gross Rail Load and no interior bracing. ◆ Mill Gondolas – 65’ 6” inside length with 5’ sides and steel floors. For additional information and pricing, please contact John Goodwin phone (605) 582-8318 e-mail jgoodwin@mwrail.com www.carmathinc.com

Available for Lease 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 100 ton Automated/Manual Ballast Cars 4480 cu ft Aluminum Rotary Open Top Gons 50’, 70 ton mechanical refrigerated boxcars 65 ft, 100-ton log spine cars equipped with six (6) log bunks Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

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November 2015 Railway Age 47

Financial edge DAVID NAHASS

It’s not just the leaves falling

or those of you who missed the Railway Supply Institute release on third-quarter 2015 railcar orders and delivery numbers, the numbers were stunning. Total orders placed were 7,374 cars. The 2014 market leader, small-cube covered hopper cars, received no orders, while orders for tank railcars were 1,463. This represents a year-over-year decrease in orders of 63%. To add insult to injury, scrap prices are roughly $160 per ton. This low price yields roughly $4,000 for a railcar ready to be cut up—compared to $10,000 available in 2012, that represents a 60% drop. The low price is a disincentive for railcar owners to scrap older cars. More weak news? Bulk commodities are not moving as robustly as expected. Rumors of unplaced equipment for grain, plastics, sand, and steel and scrap steel (of course) abound through the market. What’s with the optimism festival? In spite of news that might suggest weakness in the railcar market, heading into the homestretch of calendar year 2015, used car prices remain as robust as ever. Astute companies operating in the railcar leasing marketplace have responded to what may be the last opportunity to obtain high prices that seem disconnected from underlying market fundamentals. Thousands, possibly ten thousand or more, railcars have been offered for sale by companies looking to capitalize on the annual yearend funding frenzies and on what may be the last chance to get prices from a market whose values today are looking more and more like they are out of touch with the markets they serve. Some industry insiders have suggested that this is the last gunfight for these high priced used car valuations. As the market evolves away from these prices, opportunities may arise for purchasers looking to acquire equipment and for

Railway Age

November 2015

equipment end users. Here are some thoughts on handling what may be headed your way in 2016. For equipment end-users: Turnabout has always been fair play when it comes to railcar leasing and the tug of war between lessors and lessees on rental rates. For a lessee, the attraction is significant: It’s an opportunity to lower rates and get back some of the perceived overpayment many lessees may have experienced in recent car price and lease rate run-up.

Be ready to endure some pain. Factor in the costs of a weak market into your price evaluations. The railcar leasing industry is filled with veterans up and down the full spectrum of the equipment leasing food chain. Many have been through the ups and downs of a cyclical market and have long memories. Here’s a novel approach: Rather than going for the jugular when the market begins to soften, take stock of your longer-term railcar needs and try to work both ends of the spectrum (reducing rent on cars coming up for lease while offering a fair exchange on term or a renewal on equipment that may still have some term on it) with your lessors. A key consideration: Give your lessors an opportunity to see where you are headed with any plan you have and set reasonable goals. No lessee will beat the market all the time. Your lessor knows this. You should too.

Clearly articulate your expectations to your lessor. Avoid the easy trap of threatening your lessor with market chatter of what other lessors are offering and remember that car returns are a two-way street. In a weaker market, if you move to exchange one lessor for another, be ready for a “firm” enforcement of your return provisions. For equipment investors: Watching portfolio after portfolio flow through your inbox and feeling amazed or overwhelmed by the quantity, pace and price of secondary market sales can be an exercise in frustration. Potential investors want to acquire assets at a fair price and have the opportunity to make money in the future. If this high price cycle is moving to a close, now is the time to prepare for when prices start to slide. It’s not nearly as easy as it sounds. Keep your powder dry by securing your funding sources. Insure that when prices start to slide and assets become “better” investment opportunities, you are ready to move. You are not a market of one and you are surrounded with sophisticated professionals who understand the cyclicality. Your capital sources read the same news as you. Be ready to endure some pain. As difficult as it is for lessees to beat the market, it is equally difficult to time the bottom on asset prices. Factor in the costs of a weak market—storage, transportation, maintenance, cleaning, etc.—into your price evaluation on a purchase. Know what you’re headed into. Buying into a weak market? Expect a plea from your lessees for forgiveness— on rate, term, and terms and conditions. You’ll be in a position to enforce those terms, but always keep in mind that rail equipment financing is a long-term game. Act with an eye to the future and toward cultivating relationships. And—most important—never, ever forget to enjoy the ride.

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BKHORN 222 6-25-12 BKRFRS 224 6-25-12 BKHS BKLSS BKSLI BKSAS BKBRIDGE BKLER

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This book affects locomotive engineers, trainers and supervisors. The rule is largely based on recommendations made by an advisory committee comprised of rail industry and labor representatives. This final rule will clarify the decertification process; clarify when certified locomotive engineers are required to operate service vehicles; and address the concern that some designated supervisors of locomotive engineers are insufficiently qualified to properly supervise, train, or test locomotive engineers. 162 pages. Spiral bound.

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Order 50 or more and pay only $9.90 each

$11.00

Part 214: Railroad Workplace Safety The FRA's Railroad Workplace Safety standards address roadway workers and their work environments. Subparts A-General, B-Bridge Worker Safety Standards, C-Roadway Worker Protection, D-On-Track Roadway Maintenance, and Defect Codes for Part 214. Spiral bound. 74 pages. Updated 7-1-14.

BKWRK

Combined FRA Regulations

Compliance Manuals BKINFRA

49 Part 213, Subparts A-F. Classes of Track 1 through 5: Applies to track required to support passenger and freight equipment at lower speed ranges. Includes Defect Codes and Appendices A, B, and C to Part 213. Softcover. Spiral bound. Updated 3-25-14.

Part 240â&#x20AC;&#x201C;Qualification and Certification of Locomotive Engineers

Current FRA Regulations Item Code

Part 213: Track Safety Standards

$27.95

Mech. Dept. Regs.

BKMFR

There are no new proposals or final rules to report for this issue. Be sure to check back next month to see if there are any changes to FRA regulations.

Railroad Workplace Safety Order 50 or more and pay only $8.55 each

$9.50

800-228-9670 www.transalert.com

The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 I (800) 228-9670 I (402) 346-4300 www.RailwayEducationalBureau.com

Add Shipping & Handling if your merchandise subtotal is: U.S.A. CAN U.S.A. CAN UP TO $10.00 $4.35 $8.75 25.01 - 50.00 10.30 16.80 10.01 - 25.00 7.60 12.65 50.01 - 75.00 11.45 21.20

Orders over $75, call for shipping

*Prices subject to change. Revision dates subject to change in accordance with laws published by the FRA.12/15

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