RT&S 0612 by Railway Track & Structures

June 2012 | www.rtands.com

deGrA sinG s cro GuidE E&M idE ins

AnnuAl crossinG report:

Grade crossing surfaces

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Grinding and metal removal Automating tie inspection And Also AREMA news p.55

Contents June 2012

News

RAILWAY TRACK AND STRUCTURES

Features

Industry Today 4 Supplier News 9 People 12 Railway Educational Bureau expands industry service offerings

Columns

Annual grade-crossing surfaces report Railroads and the public meet at grade-crossings. Keeping those crossings smooth and safe is a top priority.

High-speed rail grinding and metal removal Controlling how much metal is removed during the grinding process aids in proper rail condition maintenance.

Automating crosstie inspection and evaluation Automated crosstie inspection systems are being developed to be accurate, reliable and objective.

50 Departments 16 TTCI R&D 55 AREMA News 61 Calendar 62 Products 64 Advertisers Index

An Omega grade-crossing being installed in Rowlett, Texas, on a DART lightrail line.

On Track Signs, they are a-changinâ&#x20AC;&#x2122;

NRC Chairmanâ&#x20AC;&#x2122;s Column LaPorte to D.C. to Miami

64 Sales Representatives 65 Classified Advertising 66 Professional Directory

Story on page 21.

Chicago Perspective Not quite the end of the line

Special section

Grade-Crossing Equipment & Materials Guide

Grade-Crossing Surface Data Sheets

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Railway Track & Structures

June 2012 1

On Track

RAILWAY TRACK AND STRUCTURES

Signs, they are a-changin’

h i c a g o, w h e r e I l i ve a n d where RT&S is put together each month, represents various things to various people. To my grandfather, who worked with the American Angus Association, memories of the old Union Stockyards come to mind. To the international tourists I saw wondering through my neighborhood earlier in the month, it’s all about Al Capone. To me, Chicago is railroad town USA, all the way. Of those three Chicago icons listed above, only the railroads remain. From historic Union Station to the sleek Ogilvie Transportation Center to the grumblings of the “L” that are audible anywhere in the Loop, Chicago is still very much a railroader’s kind of town. One of the most visual representations of this is the Santa Fe sign that currently sits on top of a building on Michigan Avenue, overlooking Grant Park, Lake Michigan and tracks that ferr y commuters downtown ever y day on Metra and the South Shore lines. Even after the railway it represented ceased operation once the merger with the Burlington Northern was approved in 1996, the Santa Fe sign served as a reminder in a highrent, high-tourist district that the city of Chicago was built by and thrived because of its railroads. S o m e t i m e t h i s s u m m e r , t h at reminder will come down and a new sign will take its place. The permit review committee of the Commission on Chicago Landmarks has approved Motorola’s request to replace the sign. Motorola is bringing a workforce of 100 employees from its suburban offices to the former Railway Exchange Building, now known to us locals as the Santa Fe building.

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While the building houses several larger tenants, Motorola’s 10-year lease included an option to change the rooftop sign, which does not share the protection of historic landmark status that the rest of the building has. One caveat of switching the sign to read, “Motorola” instead of “Santa Fe” is that the new sign will not deviate from the style of the existing sign and must be consistent in terms of color and illumination levels at night to the old sign. The overlap between the removal of signage belonging to a nowdefunct railroad and railway engineering may not be clear, but I think the “Santa Fe” sign coming down is a metaphor for the current industry. As the older generation enters retirement, they will try to transfer their knowledge and shape the younger generation in a way that does not stray from what they know and represent currently. But the younger generation still represents something new, something promising and something unique. As one last piece of the puzzle, once it’s removed, where will the sign go? According to David Roeder, Chicago Sun-Times real estate columnist, takers from near and far have voiced interest in adopting the piece of railroad history including the Illinois Railway Museum, Chicago’s Museum of Science and Industr y and, ironically, the city of Santa Fe, N.M., which was never served by the Santa Fe’s mainline.

Vol. 108, No. 6 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 2450 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 345 Hudson Street New York, N.Y. 10014 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Robert P. DeMarco/Publisher Emeritus George S. Sokulski/Associate Publisher Mary Conyers/Production Director Maureen Cooney/Circulation Director Jane Poterala/Conference Director

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 345 Hudson Street, 12th Floor, New York, NY 10014. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. BOTH Print & Digital Versions: 1 year Railroad Employees US/Canada/Mexico $24.00; all others $69.00; foreign $120.00; foreign, air mail $220.00. 2 years Railroad Employees US/Canada/Mexico $45.00; all others $128.00; foreign $209.00; foreign, air mail $409.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2012. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail circulation@sbpub.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 10, Omaha, NE 68101-0010. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 10, Omaha, NE 68101-0010.

Mischa Wanek-Libman, Editor

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INDUSTRY TODAY CalAmp Corp. received initial purchase orders totaling approximately $5 million to supply interoperable Positive Train Control radios to two North American Class 1 railroads for delivery in the second half of 2012. HDR, Inc., acquired the business of Stetson Engineering, Inc., a Wyomingbased firm that specializes in design, engineering and consulting services related to water, sewer, storm sewer, hydrology and transportation. Invensys Rail Corp. acquired PHW, Inc., and also entered into a manufacturer’s licensing arrangement under which DPS may manufacture and sell its end of train devices with certain telemetry features patented by Invensys. Invensys Rail will provide the communications,

Executives from the Los Angeles County Metropolitan Transportation Authority and Exposition Metro Line Construction Authority joined local dignitaries to celebrate the official dedication of the new Expo lightrail line, which opened to the public on April 28. Constr uction on the Expo Line began in 2006 and it spans 8.6 miles between downtown Los Angeles and Culver City with more construction currently underway to expand the line an additional 6.6 miles to reach Santa Monica by 2016. With the opening of this line, the LACMTA rail system now operates more than 87 miles. “Commuters to and from the western part of our county have been waiting a long time for this day and it is finally here,” said Los Angeles County Supervisor, LACMTA Board member and Chairman of the Exposition Metro Line Construction Authority Zev Yaroslavsky. “The Expo Line marks the first extension of this region’s public mass transit system west of Western Avenue since the dismantling of the red car system more than half a century ago.” Phase 1 of the Expo Line is a new $932-million, 8.6-mile light-rail line from downtown Los Angeles to Culver City. It will have 12 stations with two stations shared with the Blue Line. The new light-rail line will serve USC, Exposition Park, The Mid-City communities, the Crenshaw District and Culver City. Phase 2 of the Expo Line, a $1.5-billion, 6.6-mile extension from Culver City to Santa Monica, is funded under the Measure R half-cent sales tax initiative approved by the voters in 2008. Phase 2 will have seven stations serving West Los Angeles/Santa Monica and is expected to be completed in 2016. “We celebrate the opening of Expo Line Phase 1, a critical step towards creating the multi-faceted transit network that Angelenos deserve,” said Los Angeles Mayor Antonio Villaraigosa. “When Angelenos rallied together to pass Measure R, voters sent the message loud and clear that we want transit options beyond the singlepassenger automobile. Los Angeles continues to lead as we improve and expand our infrastructure and support jobs.”

Kalmus joins Simmons-Boardman Rail Group sales team Emily Kalmus has joined the staff of the Simmons-Boardman Rail Group as midwestern regional sales manager. Kalmus will be assuming sales responsibilities for all three of Simmons-Boardman’s rail publications – Railway Age, Railway Track & Structures and International Railway Journal. Kalmus has extensive sales experience developing integrated packages that include print, online and event

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sponsorships. Kalmus comes to us from Penton Media, where she was the National Sales Manager for Broadcast Engineering magazine and BroadcastEngineering.com. Her experience includes selling integrated marketing programs for Crain’s Chicago Business as well. George Sokulski will continue in his role as Rail Group associate publisher emeritus, serving on the board of directors of REMSA, NRC, Western Railway Club and the MARTS-Coordinated Mechanical Group. He will also be in attendance at all major conferences and exhibitions and will be working on special projects for the Rail Group.

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Photo credit: LACMTA

LACMTA’s Expo Line opens for service

SuppLiEr NEwS

INDUSTRY TODAY SuppLiEr NEwS central office services and end-user experience through its software as a service business at wwww.eotph.com. Koppers Inc. and Union Pacific agreed to extend their existing sales contract for an additional five years through January 31, 2017. L.B. Foster Company has made plans to sell its railway securement business in a transaction expected to be completed by the end of the second quarter. Oaktree Capital Management has acquired

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Denver rTD breaks ground on 10.5-mile FasTracks light-rail extension The Denver Regional Transportation District, the Colorado Department of Transportation and SEMA Construction broke ground on RTD’s I-225 Light Rail extension. This kicks off construction on the first segment of the light-rail project from Nine Mile to Iliff, Colo. “Today’s groundbreaking is a huge step toward expanding our RTD system. This progress offers better mobility, more transportation options and opportunities for economic development, all which benefit Aurora and the Denver metro area,” said Tom Tobiassen, RTD Board director. The ceremony commemorated a farewell to the Yale Bridge, which will be replaced with a larger bridge spanning I-225. The new bridge makes room for the light-rail line and widens the highway. The Yale Bridge will be closed for about six months during reconstruction. Traffic will be interrupted between South Xanadu Way on the west side and South Abilene Street

June 2012

on the east side of I-225 during this time. The I-225 Rail Line project is part of RTD’s FasTracks program and is a 10.5mile light-rail extension that will connect the existing Southeast Light Rail Line at the Nine Mile Station with the planned East Rail Line at the Peoria/Smith Station and will include eight stations. The first segment of the light-rail expansion will open in summer 2014. Constructing this segment as part of CDOT’s expansion project allows both RTD and CDOT to efficiently build the rail line segment and expand the highway by sharing construction resources. It also minimizes inconvenience to the public by expanding the light rail and the highway at the same time. Project elements include a 600-space surface Park-n-Ride, a new light-rail station and bus plaza at Iliff and a new lightrail bridge out of the median over northbound I-225.

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Construction begins on California’s Triple Track project to improve freight, passenger train capacity Caltrans, BNSF and Amtrak broke ground on a $38 million rail project, known as the Triple Track Project, that will add 3.8 additional miles of track to the Los Angeles area. The project, according to the California Department of Transportation (Caltrans) will increase efficiency and expand rail capacity. The project is fully-funded by an American Recovery & Reinvestment Act grant from the Federal Railroad Administration and is part of a larger $163-million, 15-mile mainline track expansion between the cities of Commerce and Fullerton. “In a densely populated urban region, such as Los Angeles, passenger and freight rail lines often compete for track access,” said Acting Caltrans Director Malcolm Dougherty. “This project makes it possible for us to better serve the public by helping to alleviate congestion and improve ontime performance.” Construction of the Triple Track Project is divided into eight segments of mainline

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capital improvements. In addition to improving safety and reducing noise, completion of all 15 miles of the new track will allow for expanded passenger and commuter rail service through the corridor. “BNSF and Caltrans share a long-term commitment to improve the efficiency of rail transportation in California,” said D.J. Mitchell, BNSF assistant vice president, passenger services. “Investments such as this will help improve rail passenger service, while maintaining consistent and reliable rail freight capabilities within the region.” “Amtrak continues to look forward to the implementation of all track improvements to the Los Angeles-San Diego-San Luis Obispo Rail Corridor,” said Michael Chandler, Amtrak general superintendent, Southwest Division. “The Triple Track Project will improve the on-time performance for the Amtrak trains operating through the corridor and our passengers are the ones who will benefit the most from these improvements.”

SuppLiEr NEwS Osmose Holdings, Inc., which will continue to serve in the same capacity along with Osmose’s existing management team. Lilee Systems achieved Red Hat Hardware Certification for the company’s WMS-2000 wayside messaging server. RailComm provided its Track Warrant Control System for Chili’s Empresa de los Ferrocarriles del Estado, provided its Domain Operations Controller System for a New England Central Railroad bridge and was selected

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INDUSTRY TODAY SuppLiEr NEwS to expand its wireless remote control derail system at Indiana Harbor Belt’s RIP Track Facility. RMI, a GE Transportation company and provider of transportation management software and analytics was selected as a 2012 Top 100 Logistics Technology Company by Inbound Logistics magazine for the seventh consecutive year. Skanska USA was awarded a $147.7 million contract from the Port Authority of New York and New Jersey for Moynihan Station construction.

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BNSF plans $574 million capital program in three states BNSF plans to invest an estimated $242 million on maintenance, rail capacity improvement and expansion projects in Kansas, an addition $202 million in Nebraska and another $130 million in Missouri this year. BNSF’s 2012 capacity enhancement projects in Kansas include the continued construction of BNSF’s Kansas City Intermodal Facility southwest of Kansas City in Edgerton, Kan., improvements to the Topeka locomotive shops and significant signal upgrades for the federally-mandated positive train control (PTC). BNSF will continue its robust maintenance program, which will include 619 miles of track surfacing and undercutting work, the replacement of 57 miles of rail and about 247,000 ties. BNSF’s 2012 capacity enhancement projects in Nebraska include adding a second mainline track in the Grand Island area, beginning work to replace BNSF’s bridge over the Missouri River between Plattsmouth, Neb., and Pacific Jct., Iowa, expansion of BNSF’s Lincoln locomotive

June 2012

shop, improvements to BNSF’s Havelock car shop and significant signal upgrades for PTC. BNSF’s track maintenance program in Nebraska will include 1,405 miles of track surfacing and undercutting work and the replacement of 100 miles of rail and about 140,000 ties. BNSF’s track maintenance program in Missouri will include 1,507 miles of track surfacing and undercutting work, the replacement of 103 miles of rail and about 122,000 ties, as well as significant signal upgrades for PTC. The planned capital investments in the three states are part of BNSF’s total 2012 capital commitment of $3.9 billion. The largest component of the capital plan is spending $2.1 billion on BNSF’s core network and related assets. BNSF also plans to spend approximately $1.1 billion on locomotive, freight car and other equipment acquisitions. The program also includes about $300 million for PTC and $400 million for terminal, line and intermodal expansion and efficiency projects.

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pEopLE ASpEN EquipMENT CoMpANy promoted rental coordinator Craig Swanson to project manager. CANADiAN pACiFiC Board of Directors appointed newly-elected director Stephen Tobias as interim CEO; Tobias was named Railway Age Railroader of the Year in 2008. DALLAS ArEA rApiD TrANSiT named Jesse Oliver deputy executive director, Carol Wise executive vice president, chief operating officer and Senior Vice Presidents David Leininger and Timothy McKay were both promoted to executive vice president. FEDErAL rAiLroAD ADMiNiSTrATioN named Mark Hartong senior scientific technical advisor for railroad electronic systems within the FRA’s Office of Safety. GANNETT FLEMiNG named Joel Lee vice president of the company, hired John Hugunin as senior project manager and promoted Judy Hricak to chief marketing officer. KANSAS CiTy SouThErN appointed Michael Naatz as senior vice president and chief information officer. METropoLiTAN TrANSporTATioN AuThoriTy in New York hired Stephen Morello as counselor to the chairman and CEO. MoDjESKi AND MASTErS named David Petermeier vice president of the engineering firm. pATrioT rAiL hired John Fenton as CEO of the company. Gary Marino, Patriot Rail’s founder, chairman, president and CEO retired. NrC hired Ashley Bosch as its operations manager, providing assistance to NRC membership services, conference planning, merchandise fulfillment and website maintenance. SouND TrANSiT‘s Deputy CEO Celia Kupersmith will retire, effective August 3. TTCi‘s Board of Directors elected Firdausi Irani to the position of vice president of business development and officer of TTCI; Robert Floram was elected to the position of vice president of engineering and quality services and officer of TTCI; and Michael Sherer was elected to the position of vice president of operations and officer of TTCI; all three will continue to oversee their respective departments. wATCo TrANSporTATioN SErviCES promoted Stu Towner to assistant vice president of operations. www.rtands.com

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INDUSTRY TODAY industry recognizes safety achievements with final presentation of harriman and hammond Awards Railroads with the industry’s best safety performance records were honored at the annual E.H. Harriman Awards ceremony, which also marked the industry’s near century long commitment to safety and innovation with the Centennial Award. Railroad safety performance records were set in 2011, according to the Association of American Railroads, including significant reductions

achieved in both employee casualty and grade-crossing collision rates, down 12.4 percent and 4.7 percent respectively compared with 2010. The train accident rate last year was almost flat compared with the record low set in 2010, up just 0.47 percent. Harriman winners are selected by a committee of representatives from the transportation field and are granted on the basis of the lowest casualty rates

per 200,000 employee-hours worked. The 2011 E.H. Harriman Awards winners are as follows: • Group A, Norfolk Southern received the gold award for the 23rd year in a row. CSX Transportation won the silver award and Union Pacific the bronze award. • Group B, the gold award went to Kansas City Southern for the sixth year in a row. The silver award went to

revised pTC rule provides safety with added flexibilty The Federal Railroad Administration revised the rule governing installation of positive train control. U.S. Transportation Secretary Ray LaHood said the revisions will grant railroads additional flexibility, save money and maintain a high level of safety. “Under President Obama’s leadership, the Department of Transportation is committed to ensuring the safety of our nation’s railroads, while reducing regulatory barriers,” said Secretary LaHood. “These changes will provide significant regulatory relief, while ensuring that safety remains our highest priority.” With the revisions, railroads will no longer have to conduct risk analyses to obtain approval to not install PTC or take other costly risk mitigation measures on an estimated 10,000 miles of track that will not carry passenger trains or poison inhalation hazard (PIH) commodities after December 2015. Railroads are expected to save approximately $335 million during the first five years and up to $775 million over 20 years, by utilizing safety measures other than PTC, where appropriate.

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“We welcome the Department of Transportation’s announcement giving railroads the ability to install positive train control based on 2015 rail traffic patterns,” said Association of American Railroads’ President and CEO Edward Hamberger. “Ensuring the safest possible transport of all rail passengers and commodities, particularly highly toxic chemicals, remains the freight railroads’ highest priority. We look forward to continuing to work with the FRA as implementation of PTC progresses.” Earlier this year, President Obama called for a government-wide review of regulations in order to identify those that needed to be changed or removed because they were unnecessary, out-of-date, excessively burdensome or overly costly. “As a result of this review, the revised regulations will provide greater flexibility to railroads and save hundreds of millions of dollars even as they improve rail safety,” said FRA Administrator Joseph C. Szabo. “The steps we are taking will continue the momentum achieved in implementing PTC.”

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Canadian National (U.S. Operations), while the bronze went to Metra. • Group C, the gold award went to the Buffalo and Pittsburgh Railroad, while the Portland & Western Railroad took the silver and the Florida East Coast Railway the bronze. • In Group S&T, for switching and terminal companies, Union Railway took the gold, while the silver award went to the Belt Railway of Chicago and the Birmingham Southern Railroad received the bronze award. One railroad in each of the various categories was honored for showing the most improvement in lowering injury rates between 2010 and 2011. Awards went to BNSF (Group A); Florida East Coast Railway (Group C) and the Belt Railway of Chicago (S&T). There was no award in Group B. In other safety award news, Joseph Faigl, conductor with Union Pacific and Mark Sheffield, mechanical supervisor with the South Buffalo Railway Company, each received the 2011 Harold F. Hammond Award, honoring individual railroad employees who have demonstrated outstanding safety achievement during the preceding year. Five other railroad employees also nominated for the award were honored with certificates of commendation for their work in enhancing safety: Matthew Lehr, switchman at BNSF; Brian Burma, carman at Canadian Pacific; Larry James, division safety coordinator at CSX Transportation; Tom Usnick, locomotive engineer at Kansas City Southern and Robert Stokes, locomotive engineer at Norfolk Southern. Earlier this year, the AAR announced its intention to end the Harriman and Hammond awards as they are currently presented after the 2012 ceremony. In making the announcement, the AAR said that, “The awards program is being retired in order to move away from an individual- and companycentric approach that recognizes ‘winners’ to one that emphasizes a team approach to safe practices.” It went on to say that replacing the a w a r d s “ . . . w i l l b e a yet-to-b edetermined program that encourage the sharing of best rail-safety practices across the industry.” www.rtands.com

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INDUSTRY TODAY railway Educational Bureau expands industry service offerings by Douglas John Bowen, managing editor Railway Age

For tens of thousands of industry workers through the years, The Railway Educational Bureau (REB) has offered a variety of workforce training options designed to make the rail environment a safer and more productive one. R E B ’s m e t h o d s o f training delivery and its curriculum have evolved during the more than 100 years it’s been in business, offering distance training, work site training and customized training solutions to fit individual customer needs, according to REB Director Brian Brundige. “We’ve helped both seasoned and new employees to enhance their job skills, raise their morale, earn promotions and take on leadership roles,” Brundige said. REB, founded in 1909, is owned by Simmons-Boardman Publishing Corp., parent company of Railway Track & Structures. Brundige’s staff, mostly based in Omaha, now includes Railway Age Publisher Emeritus Robert P. DeMarco. DeMarco will lend his passion for the industry to assist in developing new training business. “The outlook for the rail industry has never been better,” DeMarco said. “With the increasing need for well-trained employees, the REB is uniquely positioned to train new employees, as well as ongoing training programs for the more experienced to help them work in the safest environment possible.” REB’s work site training allows clients to maximize their training investment, reduce employee time away from the job, reduce travel costs by having the instructor come to a customer’s location, increase employee skill levels, improve productivity, achieve training objectives and utilize in-house expertise, equipment and facilities. For years, REB has been providing work site training classes related to freight car maintenance and track maintenance. Recently, REB has begun offering work site training for locomotive maintenance personnel. Tom Leary, formerly with GE Transportation and Union Pacific, is lending his expertise to provide instruction on locomotive air brakes, periodic inspection, FRA rules compliance, locomotive electrical and air brake issues and numerous aspects of distributed power. Most recently, REB has partnered with Norman Poniatowski to offer a three-day class for GE Diesel Engine Maintenance Training, which covers running maintenance for 7FDL, 7FDM and 7FDS and 8-, 12- and 16-cylinder engines. “We see a lot of growth ahead for our training services,” Brundige added. “Work site training gives us the opportunity to provide both instructor-led and hands-on training. Our mainstay, correspondence training, allows us to continue delivering knowledge training to our clients.” Correspondence courses support on-the-job training (OJT) and apprenticeship programs. Employees gain their handson training during their OJT and reinforce it with knowledge training from the REB. With more than 140 courses available, in-house trainers can enhance their programs by including REB 12 Railway Track & Structures

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courses in their curriculum. Correspondence courses cover a variety of areas: • Track maintenance • Freight car inspection and repair • Locomotive electrical and mechanical repair • Locomotive operation • Basic railroad foundation • Metal trades The courses can enhance existing training programs; present theory, techniques and knowledge to your employees; standardize training for improved efficiency; help supervisors manage and document employees’ training; eliminate training development costs and provide cost-effective training for maintenance personnel. “Many of our tests can be completed online, providing immediate feedback and scores,” Brundige said. Since adding the ability for students to complete their tests online, REB has made available more than 600. REB is working to ensure its training courses comply with the FRA’s newly-proposed rule, Part 243 Training, Qualification and Oversight for Safety-Related Railroad Employees. This rule is aimed at ensuring that safety-related railroad employees are trained and qualified on any Federal railroad safety laws, regulations and orders which the person is required to comply with, as well as any relevant railroad rules and procedures promulgated to implement those Federal railroad safety laws, regulations and orders. In its role as the leading book publisher for the rail industry, REB continues to offer reprints of FRA regulations, books, videos and charts while keeping an eye to new publications. Frank Wilner’s Amtrak: Past, Present, Future is scheduled to be published this summer in paperback and as a Kindle ebook, the latter REB’s first such foray. Also on tap: REB’s in-depth book on locomotives and their subsystems that will explain commonalities between modern GE and EMD locomotives with insight into how they differ – ideal for today’s new locomotive maintenance personnel. Expect Al Fazio’s Light Rail Planning, Engineering and Operations to debut this fall. Sample question from one of the more than 600 tests that can be taken online through the REB’s secure website.

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NRC CHAIRMAN’S COLUMN

LaPorte to D.C. to Miami

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

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I thanked RailWorks and E&L Paving in this column last month for hosting the recent NRC Railroad Construction and Maintenance Equipment Auction in LaPorte, Ind., but as more data comes in from the auction, I wanted to mention it one more time. In addition to the excellent hosting and the auctioneering by Blackmon Auctions, a big thank you goes to those companies that donated pieces to the auction for the benefit of the NRC Safety DVD program: Balfour Beatty Rail, Delta Railroad Construction and Nordco. In total, dozens of consignors sold more than 200 pieces of rail construction equipment to in-person and online bidders for a total of more than $500,000 and it was another excellent NRC event. After the auction, the main action for our NRC staff is in D.C., working on the surface transportation reauthorization legislation. This legislation is very important to essentially all of our customers: rail transit agencies, streetcar systems, intercity passenger rail operators, freight railroads from the largest Class 1 to the smallest shortline and even ports. The NRC has written a letter to the congressmen and senators working on this legislation in Conference Committee focusing on our priorities, which include: • Dedicated funding for the Section 130 RailHighway Grade Crossing Safety Program; • Flexibility for state DOTs to invest in freight rail projects; • Funding for the multi-modal meritbased Projects of National and Regional Significance program; • Provisions to expedite project delivery and streamline environmental permitting; • E x p a n s i o n o f t h e Tr a n s p o r t a t i o n Infrastructure Finance and Innovation Act (TIFIA) program; • Maintaining the current truck size and weight limits; • Improving the Railroad Rehabilitation and Improvement Financing (RRIF) loan program and • Restoring parity between the pre-tax commuter benefits for parking and transit use. If you’d like to also weigh in with your congressmen and senators directly (and I strongly encourage you to do so), you can do it very easily online at www.capwiz.com/nrcma.

June 2012

The NRC also finds other ways to get our message to Capitol Hill. Recently, the NRC participated in a congressional staff briefing organized by the OneRail Coalition on the economic impact of the rail industry. The NRC was represented by Board Member Greg Lippard, who is the vice president of rail sales for L. B. Foster Company. The other panelists were: • Richard Timmons, president, American Short Line and Regional Railroad Association; • Jo h n G r ay, s e n i o r v i c e p r e s i d e n t , policy and economics, Association of American Railroads; • Gerald Hanas, general manager, Northern Indiana Commuter Transpor tation District and chairman, American Public Transportation Association Commuter Rail Committee; • Joe McHugh, vice president, government affairs and corporate communications, Amtrak; and • D o n I t z k o f f , e xe c u t i ve c o u n s e l o f public policy and government relations, GE Transportation. Lippard did a great job showing the congressional staffers the variety of products that L.B. Foster sells and explaining the economic impact of L.B. Foster’s 15 sales offices, four business offices, 22 manufacturing facilities and more than 850 employees. You can see all of the presentations and a recap of the event online at http://onerail.org/press/2012/05/ onerail-hosts-congressional-briefing-americanrail-industry. I know it’s still early summer, but it’s not too early to get your calendar in shape for this fall and early 2013. In September, AREMA will be holding its excellent annual conference at the historic Hilton hotel in downtown Chicago, Ill. I’ll be there and if you’ve never attended before, you should really consider giving this one a try. And save the date for the next NRC conference, January 9-12, 2013, at the Loews Miami Beach Hotel in Miami, Fla. More information will be announced shortly in this column, via the NRC e-mail bulletin and online at www.nrcma.org/go/conference. I hope to see you there. Work safe and keep those around you working safe. by Terry Benton, NRC Chairman

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TTCI R&D Increasing strength and reducing life-cycle cost of concrete tie track by Muhammad N. Akhtar, senior engineer II, David Davis, senior scientist and Joseph LoPresti, principal investigator I, TTCI.

TTCI evaluates concrete crosstie designs under heavy-axle-load stresses.

eavy-axle-load (HAL) traffic has increased significantly in North America, causing additional stresses on the track. Along with the increase, track maintenance windows are shrinking. Thus, track designs that help withstand the increased number of heavy-axle-loads, with Figures 1a and 1b show half-frame crossties in test at FAST.

minimum maintenance, are desired.1 Transportation Technology Center, Inc., is studying track designs to reduce the stress state of the railroads and believes that stresses can be reduced by improving the load transfer pattern of the ties by changing sizes, shapes and spacing of prestressed concrete ties. The ability of ballasted track to hold gauge, alignment and surface is severely tested in high-speed rail and HAL operations. TTCI is evaluating crosstie design configurations that will increase track strength and reduce life cycle costs of track for these applications. For very high-speed service, where track surface and alignment must be maintained to very tight tolerances, nonballasted, continuous rail support track is often used. The initial cost and often the life-cycle costs of this type of track can make it cost prohibitive for many freight operations. Lower cost, less revolutionary crosstie design may provide the benefits of nonballasted track with the economy of ballasted track. Several such designs are being evaluated under the Association of American Railroads’ Strategic Research Initiatives Program. Most of these alternatives are usable with current maintenance equipment and procedures.

Analysis of alternative designs

Theoretically, ties with larger “footprints” should reduce the ballast pressure and ultimately reduce ballast degradation. Similarly, ties with undertie rubber pads are expected to reduce ballast pressure by increasing the actual contact area at the tie-ballast interface. Reduction in ballast degradation can increase track surface life (i.e., longer ballast tamping or track surfacing cycles). TTCI conducted a parametric study of the effects of varying tie footprints on ballast and subgrade pressures. This study looked at using conventional ties on shor ter spacing , using 16 Railway Track & Structures

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Figures 2a and 2b top and bottom right, show predicted ballast pressures for various crosstie configurations. Table 1 bottom, predicted track surface life for various crosstie configurations.

non conventional tie shapes, such as half-frame ties (to increase the tie-ballast contact area under the rail) and using a tie-ballast interface pad. One of the more innovative designs evaluated was a half-frame tie donated by an Austrian tie manufacturer. Figures 1a and 1b show the plan view of the tie. The areas shaded green show the side tabs, which are the additional areas that extend under the rail from each rail seat. These additional areas provide a bigger footprint in both the vertical and lateral planes. This should lower ballast pressures and extend track surfacing cycles. However, this design could require modifications to the tampers currently used to fully achieve the optimal benefits of the design and production rates currently seen with standard ties. Modeling of the following five crosstie configurations was conducted to evaluate load distribution and track surface life. 1. Base case – standard concrete crosstie 2. Base case 20 in. – standard tie on a closer spacing 3. Half frame – half-frame crosstie 4. Base case w/pads – a standard tie with a bottom elastomeric pad 5. Half frame w/pads – half-frame tie with a bottom elastomeric pad Figures 2a and 2b show the results of an elastic layer model of ballast and subgrade pressures at different locations along the tie on tangent track. All of the proposed modifications can reduce ballast and subgrade stresses compared to the base case. The modeling results show that the ties with bottom pads may be more effective in lowering pressure than the tie footprint. Lower pressures reduce ballast degradation and create even settlement patterns. The ballast pressure data was used to model track surface degradation using ballast degradation and surfacing models developed by Chrismer and Selig.2 Results in Table 1 suggest that a significant improvement in track surface life can be obtained using the half-frame ties with bottom pads. The model predicts a 660-percent increase in track surface life. The model also predicts 300-and 240-percent increase in service life of standard ties with rubber pads and of halfframe ties without under tie pads, respectively. For weak subgrades, the half-frame ties are likely to provide a larger increase in surface life (on a percentage basis). However, all

Predicted surface life mgt Normalized www.rtands.com

ties are expected to provide a relatively short surface life on this type of foundation. The increase in track surf ace life on capacity constrained HSR and HAL corridors may justify a substantial initial cost premium. A full economic analysis will be done after long-term testing of the five configurations under HAL traffic.

Performance evaluation under traffic

Five crosstie configurations, as described below, were installed in the five-degree curved track on the High Tonnage Loop at the Facility for Accelerated Service

Base

Half Frame

Base @ 20 in.

Base w/pads

195 1.0

468 2.4

273 1.4

585 3.0

Half frame w/ pads 1,287 6.6

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June 2012 17

TTCI R&D Figure 3 top, shows ballast.gradation at 1 and 225 mgt. Figure 4 bottom, shows vertical track alignment (surface).

migration from high to low rail in zones 3 and 4. Three clips of half-frame ties broke and approximately 33 percent of the half-frame ties developed hair line cracks on the top of center tie. However, their performance has not been affected by the cracks. Six tabs on half-frame ties cracked in zone 1b where originally eight clips per tie were installed. No cracking occurred since the clips were reduced to six per tie.

Ballast degradation

Testing (FAST). There are six 100-tie each/200-foot-long zones. There is one transition zone at the start of the first test zone and one at end of the last test zone. • Transition zone – 30 ties at 24-inch spacing , with e-clips. • Zone 1a – 95 half-frame SSL-manufactured ties with Vossloh fastener system, Getzner soft rail pads and four clips per tie. • Zone 1b – 95 half-frame SSL-manufactured ties with Vossloh fastener system, Getzner soft rail pads and originally eight clips per tie (four clips per rail seat). Clips later reduced to six per tie. • Zone 2 – 100 conventional scalloped ties, control zone 24-inch spacing with Pandrol ® e-clips and Safelok fasteners. • Zone 3 – 100 CXT ties with factor y installed (North West Rubber) rubber from under tie pads, 24-inch spacing with Pandrol Safelok fasteners. • Zone 4 – 100 used conventional ties with field installed Getzner under-tie pads, 24-inch spacing. • Zone 5 – 100 conventional scalloped ties, 20 -inch spacing • Transition zone – 30 ties at 24-inch spacing, with Safelok clips. The test ties have accumulated 365 mgt to date. No ballast surfacing was performed on any of the zones. The only significant maintenance issue is the rectification of ballast 18 Railway Track & Structures

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After 225 mgt, the ballast g radation of samples collected from under both the high and low rail seats of half-frame ties was similar to the ballast gradation at zero mgt, suggesting that there was no significant ballast degradation under half-frame ties. However, the percentage of ballast passing a 1/2-inch sieve (and smaller size sieves) increased by 15-20 percent in the other tests zones. This suggests that half-frame ties induce lower pressure (due to a wider footprint) in ballast, causing less ballast degradation. Another reason may be the higher weight of half-frame ties. Standard ties are lighter and may move up and down (pumping action) under wheels causing increased ballast degradation. Results from the standard tie sections suggest that ballast degradation under ties with or without tie pads was similar. The model predicted that standard ties with under tie pads would have ballast pressure similar to half-frame ties. If that is correct, then ties with under pads should have ballast degradation similar to the halfframe ties. Long-term testing will verify if the model may have overestimated the benefit of ties with under pads.

Vertical track modulus

Six ties in each zone were loaded using a heavy car (wheel load of 39,000 lb.) and a light car (wheel load of 8,000 lb.) to measure vertical track deflections. The deflections under the light car are used to remove the slack from the track. Table 2 shows that zones 3 and 4 have the highest deflections. This is most likely due to the soft under-tie pads. Zone 4 has standard ties at 20-inch spacing, which has increased the overall track stiffness. Track deflections in zones 1 and 5 were nearly similar, when first installed.

Track surface

Figure 4 shows track surface data collected for all test zones on the low rail using TTCI’s Track Geometr y Car. Maximum values of dips and bumps appear to be similar for all zones, with the exception of the transitions between sections. However, the frequency of dip and bump cycles is lower in zone 1 compared to the other www.rtands.com

Figure 5a top left, shows the data that was collected at FAST. Figure 5b bottom left, shows the prediction for surfacing. Table 2 bottom, loaded vertical track deflection (in.)

zones. Isolated higher data spikes at transition zones were removed for subsequent standard deviation calculations. Static standard deviation of vertical track surface is used to represent the track quality, shown on the top graph of Figure 5. Moving window standard deviations show similar trends. For all practical purposes, the trend is linear with tonnage. Zone 2 has the highest surface roughness, whereas zones 3 and 5 have the lowest among all five zones. However, the rate of change of surface roughness is lowest for zone 1 and highest for zone 2. On the basis of this data, predictions for the next required surfacing operation were made (Figure 5b). If , for example, 0.1 standard deviation triggers a surfacing operation, then zone 2 (standard ties) will likely be surfaced at about 400 mgt and zone 1 (halfframe ties with pads) at approximately 2,000 mgt. Thus, zone 1 has five times higher service life for this operation than zone 2. This is very close to the predicted six times increase using analytical models. These preliminar y field results can be used in an economic analysis by comparing the roughness degradation rates. If one assumes that the track with each tie design is built to the same level of quality, then track surface life improvement is the inverse of the ratio of the degradation rates. Fur ther, the surface life will depend on the initial roughness and the maintenance limit. For higher track classes, the payback period will be shorter because of a lower roughness limit. Other track geometry measures (e.g., gauge, cross level, horizontal alignment and cur vature) have not shown any considerable difference between the five test zones.

Lateral track strength

A series of lateral strength tests were conducted. As Table 3 shows, at two mgt, the standard tie showed a single tie push (STP) value of 3,800 pounds. After 150 mgt, the value increased to 4,300 pounds, showing that ballast compaction around the tie with traffic increased in lateral strength. At the same tonnages, the STP value for half-frame ties exceeded the capacity of the STP value of 10,000 pounds. STP test values are a measure of track strength against lateral track buckling. Thus far, the best feature of half-frame

0 mgt 142 mgt www.rtands.com

Zone 1 .018 .087

Zone 2 .079 .055

ties seems to be their lateral strength against track buckling.

Conclusions

The test is still in progress, but the following preliminary conclusions have been made: â&#x20AC;˘ All of the tie configurations provide benefit in reducing tie-ballast pressures and in reducing the rate of track surface degradation. Half-frame ties with under pads have the lowest predicted tie-ballast interface pressures. Half-frame and standard ties with under-tie pads both have the lowest predicted ballast subgrade interface pressures. â&#x20AC;˘ The experimental results show that half-frame ties have the lowest surface degradation rate and standard ties at 24-inch spacing have the highest. Current surface degradation rates suggest that track with half-frame ties will have five times longer surface life than track with standard ties. The analytical results suggest a similar surface life increase of six times higher. â&#x20AC;˘ Ballast degradation is higher under standard concrete tie zones compared to zones with half-

Zone 3 .095 .155

Zone 4 .115 .135 Railway Track & Structures

Zone 5 .040 .042 June 2012 19

TTCI R&D Tie type/tonnage Standard Tie (24-inch spacing) Half-frame tie frame ties. In the standard tie zone, after 242 mgt, the percentage of particles less than 1/2-inch size increased by 15-20 percent. • There is no change in ballast gradation characteristics at this tonnage in the half-frame tie zone. • All test zones remained within FRA track Class 4 limits during the first 265 mgt of testing and required no surfacing. However, with the exception of the half-frame tie and 20-inch spacing zones, all test zones required ballast regulation because of ballast migration. The best feature of half-frame ties thus far seems to be their higher •

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2 mgt 3,800 lb. 10,000 lb.

150 mgt 4.300 lb. 10,000 lb.

resistance to track buckling. During a Single Tie Push Test, which is a measure of track lateral buckling strength, half-frame ties showed more than double the value of standard ties. Note, however, that because halfframe ties are not the same shape or size as standard ties, adjustments may need to be made to the ballast surf acing equipment dur ing the service life of the ties. This test will continue at FAST for several more years and, as stated earlier, the test is being performed to quantify the relative benefits of concrete ties to reduce the stress state of the railroads and to make sure the new and untried frame ties perform safely under heavyaxle-loads. So far, testing has proven that the frame ties are ready for

Table 3 single tie push values.

evaluation in revenue service. Several hundred ties are going to be installed on a western railroad this year to determine their performance under revenue service conditions. References 1. Association of American Railroads, Railinc Corp. and Transportation Technology Center, Inc. October 2008. “Railroad Industry Priority Technology Goals and Directions for the Next 20 Years.” Research Report R-993. Association of Amer ican Railroads, Transpor tation Technology Center, Inc., Pueblo, Colo. 2. Chrismer, S. and Selig, E. July 1994. “Mechanics-Based Model to Predict Ballast Related Maintenance Timing and Costs.” Research Report R-863. Association of Amer ican Railroads, Transpor tation Technology Center, Inc., Pueblo, Colo.

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Crossing with the utmost Care by Jennifer Nunez, assistant editor

Whether it’s a freight train, passenger train or a pedestrian crossing the rails, grade-crossing surfaces must be in tip top shape to provide a safe and smooth ride. Century Group’s concrete grade-crossing surface being installed.

ccording to Linda Thomas, LT Resources, Inc., president, railroads continue to seek products that provide a longer service life to best utilize their maintenance and construction dollars, including gradecrossing surfaces that provide a smooth ride. Following our annual grade crossing update you can find the “E&M Guide” and “Grade-Crossing surface data” sheets begining on page 28.

Century Group

Century Group has more than 60 years of experience in the precast concrete manufacturing business and 25 years experience in producing precast concrete gradecrossing panels. Century also has more than three decades of experience in railroad construction, having owned and operated a railroad construction company. “Our wealth of experience provides us with personnel who go to project sites to assist our customers in the design, development and manufacture of grade-crossing panels to be installed in DF track, turnouts, diamonds, extreme loads and other complex applications, such as restraining rails in curves, crossovers, wide/narrow gauge, pedestrian devil strip panels and ADA applications,” explained Jerry McCombs, vice president sales, railroad products division. “We have the www.rtands.com

expertise and flexibility to custom design a crossing surface to meet the customer’s specific needs.” Century Group manufactures crossings for numerous rail sizes with features such as custom surfaces to match color and textured paving at passenger station platforms and sidewalks. The company also offers the option of providing crossties along with its crossing surfaces and specializes in custom manufacturing panels for various rail configurations. “Century has developed a flangeway filler that is more durable and has a greater electrical resistivity than the industry standards of today,” McCombs noted. “We also offer a system that incorporates an interface for asphalt on the field side, while utilizing standard panels for the gauge area.” Century’s manufacturing facilities are certified by the National Precast Concrete Association. “The NPCA plant certification is a challenging test for a precast concrete manufacturing plant’s ability to produce consistently reliable quality concrete products,” he said. “This, combined with improved capacity at our manufacturing facilities, allows us to respond quickly to our customers’ needs.” He noted that the certification of its manufacturing facilities demonstrates Century’s commitment to the highest of standards in all areas of production, safety and Railway Track & Structures

June 2012 21

grade crossing surfaces Omega’s concrete grade-crossing surface installed at the Port of Vancouver.

infor mation management. The company also continues to batch/mix all of its own concrete at the companyowned-and-operated facilities. “Using 12,000 psi stronger reinforcement, combined with hands-on QA/QC from batching/ mixing our own concrete, along with

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owning/operating our own fabrication shop, enables us to provide a higher quality product to the market place,” McCombs added.

HiRAIL Corporation

HiRAIL Corporation manufactures a complete line of rubber grade-crossing

surfaces including HiRail, Pede-Strail and HiRAIL RS. The company says its crossings are a true green product being manufactured from recycled tires and can be recycled again after their useful life. This year, HiRAIL offers its fulldepth rubber crossing material in a lagged down design. The pads are predrilled and the holes are countersunk. Lags and rubber plugs are provided. Hi-Rail full-depth rubber gradecrossing systems are said to provide a smooth, safe and attractive crossing surface for motor vehicles. They are manufactured to accommodate most common rail sizes, rail fastenings and wood, concrete or steel ties. Pede-Strail is a pedestrian crossing surface that meets ADA requirements. Pede-Strail has all the features of HiRail full-depth rubber and comes with a raised diamond surface for

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June 2012 23

grade crossing surfaces

pedestrian stability. HiRAIL RS is a rubber rail seal product that works in conjunction with asphalt or poured in place concrete crossings and is manufactured to fit most common rail sizes on timber ties with standard track spikes. “Any new crossings being

constructed are due to double track projects or new at-grade transit line,” said Walt Barry, director of sales and marketing. “I feel that the majority of the crossing surface purchases are for replacement. The Class 1 railroads seem to be the largest purchasers of crossing surfaces, probably because they have the

largest number of at-grade crossings.” Barry notes that he believes crossing surface maintenance and improvement projects are holding steady this year and doesn’t see much of a change for the near future. “My feeling is that in high-speed rail territor y, the goal would be to have as few at-grade crossings as possible,” he explained. “Where it is not feasible to eliminate a crossing, the major modifications would be in the crossing signals. I cannot think of any modifications to the crossing surface that would be necessary due to HSR.”

KSA

KSA is a PCI and AAR M-1003 certified facility located in Sciotoville, Ohio, which has been in operation since 1992. The KSA concrete grade-crossing design is a full-width, full-depth system that accommodates rail sizes from 112lb. to 141-lb. rail. Its panels are designed for both timber and concrete crossties and are manufactured with a heavy steel angle frame, high-strength 7,000 psi concrete and come with attached rubber flangeway, bearing pads, deflectors and lag screws. The company notes its backlog of orders is very good and with summer coming on, it usually increases. 2012 looks to be a very similar to 2011, which was one of KSA’s better years.

LT Resources

LT Resources’ new 136-lb. mainline crossing surface is now available f o r l at e s u m m e r d e l i ve r y. T h e ENDURANCE ® -XL PLUS design utilizes the proven ENDURANCE®XL manuf actur ing process. The company notes the patented composite technology and engineered plastics for mulation provides super ior performance and extended service life, especially in severe environments. The 136-lb. solid-panel mainline design includes an updated skidresistant surface and extends the composite material into the flangeway to provide a more cost-effective crossing surface product, says Linda Thomas, president of LT Resources. Lifting devices are included to assure efficient installation and easy removal for track maintenance. ENDURANCE ® -XL PLUS panels 24 Railway Track & Structures

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grade crossing surfaces

HiRAIL’s rubber grade-crossing surface post installation.

will be manufactured for use with 115-lb. rail, as well as 136-lb. rail and can be supplied with or without the builtin composite flangeway filler, depending on customer preference. Panels will accommodate virtually any type of fastening system and can be used with 8-ft. 6-in., 9-ft. or 10-ft. wood or composite crossties. LT Resources will continue to supply the current ENDURANCE®-XL design while it transitions to the new ENDURANCE®-XL PLUS design. “The trend toward green products continues,” noted Linda Thomas. “LT Resources’ products utilize recycled and recyclable materials that address corporate green initiatives.” Thomas says that new transit projects and intermodal facilities, as well as continued highway-rail safety improvements, help to keep the crossing market strong and active. The company works closely with end-users and engineering firms to develop and supply cost-effective durable composite materials to meet their needs, something Thomas takes great pride in providing clients. LT Resources supplies composite crossties for use under ENDURANCE ® -XL and ENDURANCE ® -XL PLUS

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Highway-Rail Grade Crossings, for a complete composite package. As IntegriCo Composites’ marketing representative, LT Resources notes it can supply competitively-priced composite crossties and switch ties to meet AREMA standards for use in a variety of applications, including

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grade crossing surfaces

heavy-haul freight, light-rail and transit, high-decay areas and severe chemical environments.

Omega Industries, Inc.

Omega Industries, Inc., is close to launching its newest product, which will be a tieless crossing system placed directly onto a prepared subgrade. The system is said to eliminate the need for crossties, tie plates and ballast, which in turn, would save time and money during the installation. This system is made to work well in heavy-load situations such as industrial plants and ports where container carriers tend to punish standard crossing panels. “Business in general is off to a very good start this year,” explained Mark Mottola, national sales manager. “We are experiencing our busiest spring to date and expect the remainder of the year to bring more of the same. If this is an indication of where our economy is heading, I would say it’s a step in the positive direction.”

OMNI Products, Inc.

OMNI Products, Inc., offers a complete product line and can custom blend rubber in-house for better electrical resistance on both its concrete and rubber grade crossings. As for concrete products, the company manufactures TraCast TM, a “tub style” tieless concrete crossing, ECR

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concrete crossings with embedded rubber, common standard concrete with bolt-on rubber and improved concrete with full-depth virgin rubber on both sides of the rail. Rubber products include Full-Depth Heavy Duty, that OMNI says is the only full-depth virgin rubber crossing available, which withstands high traffic levels; Steel Reinforced, which is good for heavy lift trucks or other industrial applications and RailGaurd VRA, which is used in conjunction with asphalt or concrete protect the track structure by absorbing traffic impact loads. Bob Cigrang, vice president of sales and marketing at OMNI Products, says that trends he sees include more customization, custom-made crossings for turnouts, steel ties, concrete ties, guard rail and larger tie plates.

Polycorp Ltd.

Polycorp Ltd. has developed a new removable rubber crossing system for use in concrete road surfaces. The system allows the rubber railseal to be removed, repairs to be made and the rubber reinserted in a fraction of the time it takes for traditional repair work, notes the company. This new design allows for overnight rail and fastener repairs to be made without costly detours and rush-hour road closures. Polycorp manufactures products for every type of road surface, rail size and track construction. From traditional

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grade crossing surfaces

railseal to precast concrete panels, Polycorp can supply material for any grade-crossing style. “The rise in transit expansion has led Polycorp to develop a complete line of rail and special trackwork isolation products,” explained Brad Bedford, technical sales coordinator for the company’s Engineered Products Division. “Polycorp’s patent-pending TrackJacket Encapsulation System allows for stray current and vibration mitigation throughout the whole rail network by providing innovative products to compliment each other and form a seal against stray current loss.” The rise in fuel costs throughout the world is taking people off the roads and onto the rails, he says. This has resulted in an all time high in transit ridership. This increased ridership, Bedford says, has seen the payback shortened for transit expansion in major city centers leading to immediate launches of shovel-ready projects. “Many of these expansion projects are utilizing Polycorp’s line of electrical and vibration isolating Epflex Railboot, Railseal and TrackJacket products to improve their systems performance and reduce future maintenance,” he said. The continuing rise of freight tonnage has seen the need for maintenance budgets to rise accordingly to keep the rail network running smoothly and avoid costly delays due to failures in the system, Bedford notes.

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“There has also been a significant increase in inter modal f acility constr uction and maintenance to handle the increased year-over-year tonnage,” he explained. “This continuing growth has led Polycorp to develop a line of Epflex Railseal specifically tailored to ports and intermodal yards.” The intricate track construction of HSR requires a number of elastomeric products be used in the track structure, he says. These products facilitate vibration dampening inside the train, as well as the surrounding areas.

TRANSPO INDUSTRIES

TRANSPO INDUSTIRES offers its T28 Color Safe Surface (color pavement) for pedestrian crossings, which is said to increase delineation and safety. Its high-friction granular surfacing material provides a skid-resistant surface. Karen Dinitz, marketing director, notes that more railroads are looking for reduced-maintenance and longer life for crossing surfaces. She also sees a definite uptick in interest when it comes to HSR lines and sees the trend holding steady for the future. More pedestrian warning and crossing safety features like surface-mounted flushing warning LED lights offered with Transpo’s Bodan® system, Dinitz says are what railroads are looking for.

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June 2012 27

Equipment & Materials Grade-crossing surfaces, communications and signaling equipment, fillers and housings

Grade-crossing surfaces

A&K Railroad Materials, Inc.—Fulldepth rubber grade crossings are comprised of interlocking tongue and groove panels providing a continuous surface. The 100% rubber panels fit tightly to the rail and are impervious to salt, ice and moisture. No lag bolts are required, eliminating potential failure points. Fits rail sections 100 lb. and up on 8-ft, 6-in. or 9-ft ties on 18-in. centers. Will accommodate up to 23 degrees of curve. Panels can be modified to fit concrete ties. Phone: 800-453-8812.

American Concrete Products— American Concrete Products has been in the railroad industry since 1952 and supplies crossings for steel ties. Structural steel-framed, test-proven, shunt-resistant, fulldepth crossing panels for installation on wood, concrete and steel ties are offered. The uniquely designed panels, along with its patented preattached rubber flangeway filler, can be removed easily for routine maintenance. With sizeable inventories at manufacturing plants in Omaha and Dallas, the company competitively prices and ships products with very little notice and in some cases, the same day. Phone: 402-331-5775. 28 Railway Track & Structures

American Concrete Products— Manufactures the UP/BNSF concrete crossing panels in accordance with the AAR-M1003 quality standards. Its in-house developed concrete mix is designed to resist alkali-reactivity, protect from rapid freezing and thawing, while maintaining compressive strengths well above the minimum 6,000-psi. Services include field measuring and engineering to meet any curve, turnout or special crossing requirement. The company prides itself in providing innovative, cost-effective solutions. Phone: 402-331-5775.

Century Group Inc.—State-of-theart, full-depth concrete grade-crossing panels install directly on crossties, requiring no shims or headers. Crossings are manufactured to custom fit curves, turnouts, crossovers, concrete and steel ties and special flangeways. Crossings are manufactured to accommodate any size rail and are designed to be economical and durable. Phone: 800-527-5232.

Century Group Inc.—Custom-built, full-depth concrete grade crossings fit any curve up to 20+ degrees. Century’s experienced field representatives are available to field measure curved grade crossings and design custom-built panels to fit into the curve. Panels butt up to one another without the use of filler plates to June 2012

Guide

eliminate gaps between panels. Century Precast offers on-site assistance for tie layout and panel installation. Phone: 800-527-5232.

Century Group Inc.—Custom turnout crossings are manufactured to meet specific job-site objectives. With more than 60 years of railroad construction and precast concrete experience, Century provides on-site consultation, design and layout to meet the clients’ project needs. After delivery, Century offers on-site installation assistance. Phone: 800-527-5232.

Century Group Inc.—Custom crossing panels, from devil strip panels to diamond crossings, can be manufactured to meet project requirements. Century provides job-site consultation, cost analysis, design layout and installation assistance on all of its projects. Phone: 800-527-5232.

Century Group Inc.—Light rail transportation industry crossings: Century works closely with the client, identifying the grade-crossing challenges and providing cost-effective solutions. Century offers highway and pedestrian crossings to the light rail transit industry for

both standard and custom track gauges. Grade-crossing panels can be manufactured with custom surfaces, coloring, lengths, widths and shapes. Light rail transit grade crossings include a high-resistivity flangeway filler manufactured to meet ADA specifications. Phone: 800-527-5232.

Century Group Inc.—Hi-Rail Access crossing panels manufactured to install in standard and non-standard-gauge tracks. The Century Hi-Rail Access crossing panels are custom manufactured to fit over third-rail restraint brackets and steel surrounds insulated with non-conductive protective shields. Phone: 800-527-5232.

Century Group Inc.—Custom designed full-depth concrete pedes trian crossings that meet ADA specifications. Century manufactures pedestrian crossing with custom surfaces and colors to match existing pavements. Century pedestrian crossings are manufactured to be installed on steel, wood or concrete ties. Phone: 800-527-5232. Century Group Inc.—Lagless steelclad full-depth precast reinforced concrete grade-crossing panels. Can be used on wood, concrete or steel ties. Panels are available for tangent or curves, vehicular or pedestrian applications. They are manufactured to accommodate a variety of rail sizes www.rtands.com

Equipment & Materials Guide

and fasteners. Custom sizes and shapes are available for custom applications. Phone: 800-527-5232. ESCO Equipment Service Co.—Jumbo Tie Caddy, Model JTC-101, is designed to place and remove double-plank crossing timbers, help eliminate back injuries associated with manual handling of crossing timbers. With a 19-in. opening, this device can double as a bridge-timber-handling device. Weight 30 lbs. Phone: 847-758-9860. ESCO Equipment Service Co.— Insulated Joint Sling, Model IJS-501, designed to safely handle and position insulated joint plugs without damage to the insulated joint. Rated capacity of 4,000 lbs. Weight 34 lbs. Phone: 847758-9860. ESCO Equipment Service Co.—ESCO Equipment offers a complete line of hydraulic tools designed to remove and install grade-crossing material. Powered by a portable power unit, boom truck or back hoe with optional tool circuit. Phone: 847-758-9860. FITE Corp.—Full-depth steel and concrete grade-crossing panels can be installed on concrete or wood ties. Easy installation and removal for track maintenance. Phone: 888-FITE-CORP.

HiRAIL Corp.—Pede-Strail is a fulldepth rubber walkway system for use at pedestrian railroad crossings. Pede-Strail’s raised diamond pattern provides a smooth, slipresistant crossing surface for pedestrians, bicyclists and handicapped individuals. Pede-Strail meets ADA requirements. Phone: 800-274-7245. HiRAIL Corp.—Full-depth rubber crossings are easily removed and reinstalled when track maintenance www.rtands.com

is required and are resistant to a wide variety of chemicals, including road salt. The tongue and groove design provides a watertight seal between each pad and the pads are molded to fit the rail, keeping water and debris out of the track while protecting the rail. There are no lag screws required through the rubber which lessens crosstie degradation, as well as allowing for installation on concrete ties. The 100% rubber composition helps eliminate false shunting of track circuits and dampens the forces of vehicles over the crossing. Phone: 800-274-7245.

KSA—Full-depth/full-width reinforced steel-framed concrete crossings are available for both timber and concrete tie track structures. The panels come with attached rubber flangeway and all necessary hardware to secure the panels to the ties. The panels are manufactured to accommodate rail sizes ranging from 112 lbs. to 141 lbs. KSA is a PCI and AAR M-1003 certified facility. Phone: 740-776-3238.

LT Resources, Inc.—ENDURANCE® -XL Plus Highway-Rail Grade Crossings are manufactured using an engineered 100% recycled plastics formulation. Also recyclable. New “Plus” design accommodates mainline rail profiles and all types of fastening systems. Durable, long-lasting, superior grade crossing product with an improved skid resistant surface designed for all types of traffic conditions. Non-conductive, impervious to moisture, harsh elements and severe temperatures. Includes installation hardware and on-site technical support. Pre-bored

and countersunk, or drill in the field. Includes lifting devices and built-in composite flangeway filler. Extend the life of Endurance®-XL Plus or standard Endurance® -XL Highway-Rail Grade Crossings with composite railroad ties to meet AREMA standards. Available as a complete package. Best value for your construction and maintenance dollar. Phone: 800-440-1517. Magnum Manufacturing Corp.—Insulated concrete grade crossings are constructed to prevent electrical current from passing from one rail to another rail. This insulation, when used in conjunction with a rubber flangeway filler, provides maximum protection to prevent shunting. Phone: 801-785-9700. Magnum Manufacturing Corp.— Pedestrian Walkovers fully engineered, in-plant, prefabricated modular steel construction. Phone: 801-785-9700.

Magnum Manufacturing Corp.— Smooth, low-impact concrete grade crossings are manufactured to fit any rail from 115-lb to 136-lb, and can be engineered for any length of tie or tie spacing and for curves, switches and frogs. Phone: 801-785-9700.

Omega Industries, Inc.—Omega manufactures a high-quality Concrete Grade-Crossing System with an innovative attached rubber flangeway design. Serving main line railroads, shortline railroads, transit, industry, and port authorities, Omega has established a reputation for quality, delivery, and service. Products include: The BNSF / UPRR Common Standard Lag-Down Panel, Non-Lag Concrete Crossing Panels, Custom Curved Panels, Custom Turnout Panels, DF Track Crossing Panels, ADA-approved Pedestrian Crossing Panels, Steel Switch Point Covers, Steel Switch Plates,

Steel Track Boxes, and Spreader Bars. Omega manufacturing plants are conveniently located in Washington, California, Nebraska, and Texas. Phone: 360-694-3221.

OMNI Products, Inc.—OMNI’s Heavy Duty rubber grade-crossing system is the only full-depth rubber crossing made from 100% virgin rubber. The durable Heavy Duty system is designed to withstand repeated punishment of high-speed, high-average-daily-traffic volumes. This product’s durability, long life and low maintenance requirements make it ideal for most applications. Heavy Duty can accommodate rail sizes ranging from 90 lbs to 141 lbs. Custom panels can be made for curves up to 16 degrees. Phone: 815-344-3100.

OMNI Products, Inc.—The OMNI Steel Reinforced system is the only steelreinforced rubber crossing product available. This system incorporates 100% virgin rubber panels reinforced with corrugated steel plate and installed on longitudinal, pressuretreated, hardwood shims. This durable product has been shown to withstand the impacts associated with high-ADT applications. It can also accommodate concentrated loads, such as lift trucks. While Steel Reinforced is the logical choice for industrial applications, it is also used on major highway crossings with high ADT and a high percentage of truck traffic. Steel Reinforced can accommodate rail sections from #20 up to #141. Custom panels can be made for curves up to 25 degrees. Phone: 815-344-3100.

OMNI Products, Inc.—The Improved Concrete (IC) system incorporates pre-

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Grade-crossing surfaces cast concrete panels with OMNI’s fulldepth, stand-alone 100% virgin rubber RailGuard™ flangeway fillers. Like all concrete panels in the OMNI line, these full-depth, steel-framed, steel-reinforced concrete panels are designed to handle typical (HS 20-44) highway traffic loads. The full-depth, stand-alone virgin rubber RailGuard™ panels cushion load, control surface water, and provide electrical insulation. The IC system can be installed on either timber or concrete ties. Custom panels can be made for curved track up to 16 degrees. Phone: 815-344-3100.

OMNI Products, Inc.—Embedded Concrete Rubber/RailGuard™. ECR/ VRA is a unique combination concrete/rubber utilizing OMNI’s patented Embedded Concrete Rubber for gauge portion of the crossing and virgin rubber RailGuard panels for field portions. This system, which can be installed on timber or concrete ties, is ideal for use with 8-ft, 6-in. timber ties. Other combinations, such as ECR/ Heavy Duty, are available. Phone: 815-344-3100.

OMNI Products, Inc.—Improved Concrete/RailGuard™ (IC/VRA). The IC/ VRA system combines the benefits of a full-depth concrete gauge panel uti lizing OMNI’s full-depth, standalone 100% virgin rubber RailGuard flangeway fillers, along with RailGuard rail seals used in conjunction with asphalt on the field sides. This design is ideal for use with 8-ft, 6-in. timber ties. Other combinations, such as IC/Heavy Duty are available. Phone: 815-344-3100.

OMNI Products, Inc.—Improved Concrete/Embedded Concrete Rubber (IC/ 30 Railway Track & Structures

ECR): This unique full-depth, full-width system combines the IC-design fulldepth concrete with stand-alone virgin rubber flangeway fillers in the gauge with ECR (concrete with attached rubber) panels on the field side. Available in 8- and 9-ft lengths, this design is available for timber or concrete tie applications and for curves up to 16 degrees. Phone: 815-344-3100.

OMNI Products, Inc.—Embedded Concrete Rubber is the latest generation of OMNI’s patented single-component concrete/rubber design. ECR is designed with a rubber flangeway filler molded directly into the face of the steel-framed, steel-reinforced, concrete panels. This shunt-resistant system eliminates handling separate concrete and rubber components during shipping and facilitates ease of installation. ECR comes in 8-ft, 8-ft, 1-1/2-in., 9-in. and 10-ft lengths, and can be installed on either concrete or timber ties. This system is used on all major railroads; commuter, transit, shortline and regional railroad lines, as well as in ports, yards and terminals. Custom panels can be made for special trackwork and curves up to 25 degrees. Phone: 815344-3100.

OMNI Products, Inc.—OMNI’s TraCast™ precast concrete module eliminates the use of ties and ballast. This tie-less system incorporates elastic fasteners to secure the rail to the base of the rail troughs and maintain a consistent toe load. A continuous protective rubber rail boot insulates the rail from electrical interference. RailGuard™ virgin rubber panels are installed on the gauge side of the rail to effectively cover the rail fasteners, while maintaining a consistent, positive flangeway. The stand-alone RailGuard™ rubber panels can be easily removed with a lining bar, eliminating the need for heavy equipment, for rail inspection and repair. Widely used in industrial applications, TraCast™ is also used on high-ADT highway crossJune 2012

ings, as well as on transit, branchline, port and terminal applications. TraCast™ is available in 6-ft lengths with 45-degree tapered ends. Custom panels are available for curved track up to 16 degrees. Phone: 815-344-3100. Premier Concrete Railroad Crossings—Rail/Highway Bridge Modular System. Custom designed to incorporate Premier’s tie-less modular features, this system meets Coopers E-80 railroad loading specifications, as well as H-20 highway loadings for all forms of vehicular traffic. “The Bridge” replaces normal bridge decking materials and track support, with the concrete modular system offering complete rail isolation, resistance to invasive road salt (chloride) attack, while ensuring long-term, low-maintenance service. “The Bridge” can be modified to meet rail and highway applications. Phone: 503-285-8391. Premier Concrete Railroad Crossings—Modular Tieless Crossing System for freight. This design is suited for use in extreme loading, high average daily traffic and curved-track situations. The modular system is designed to eliminate the installation and maintenance costs associated with ties, ballast and rail fasteners. Phone: 503285-8391. Premier Concrete Railroad Crossings—Modular Tieless Crossing System for transit. This design is specifically designed for light rail transit use. With the use of a continuous rail boot, the Premier LRT Modular System provides complete rail isolation for track electrification. The Premier Continuous Rail Boot provides a quiet, shunt-free crossing surface. Premier Modular is designed to eliminate the installation and maintenance costs associated with ties, ballast, and rail fasteners. This three-piece system consists of a base unit, and two center panels. The base unit sits on a highway-style road base and evenly distributes the load over a large footprint. Rail sits in the base unit and is locked in place with two removable center panels. The base units and center panels are cast to match the rail profile, and act as a continuous rail support. An optional rubber insert is easily installed to reduce the flangeway opening to meet ADA requirements. Modules are available for 100-lb to 140-lb rail, in lengths of 4 ft and 8 ft. Tapered modules are available in 4-ft

lengths and can be used in curved track up to 30 degrees. Modules are manufactured with a non-conductive, salt (chloride)-resistant concrete mix. All Premier modules come standard with a non-skid diamond plate surface. Phone: 503-285-8391.

Rail-Way, Inc.—Supplies full-depthrubber grade-crossing systems in standard 36-in. modules for both tangent and curved track up to 22 degrees. The Rail-Way system is designed for fast, economical installation or removal for track maintenance. The patented hinge kerf in the gauge pad allows quick placement without special tools or equipment. A four-man crew with a backhoe can install as much as 30 track-feet per hour under normal conditions. The system is available in stock for rail sizes from 90 lbs to 140 lbs, and tie lengths of 8 ft, 6 ins. and 9 ft, wood or concrete. Phone: 563-852-7794.

Rail-Way, Inc.—Manufactures a concrete grade-crossing system with pre-attached flangeway filler that facilitates ease of installation and removal for track maintenance. The shunt-resistant steel frame surrounding the concrete panel is powder coated to give maximum protection from the elements. The panels feature 7,000 psi and are available for rail sizes from 115 lbs. to 140 lbs. Engineered in accordance with AASHTO HS20-44 loading specifications. Each panel has a non-skid surface and protection from freeze/thaw cycles. Phone: 563-852-7794. StarTrack Railroad Crossings—The StarTrack II modular precast-concrete platform grade-crossing system uses no ties and is set on a prepared subgrade to form a self-supporting slab system free of vertical or lateral movement. Rail lays on UHMW polyethylene strips, which cushion impact www.rtands.com

Equipment & Materials Guide loadings and protect the underlying concrete surface from abrasion. This new design incorporates one-piece construction with Pandrol fasteners for ease of installation and easy access to rail without disturbing the crossing. Each panel is cast of 6,000psi concrete and is 14 ins. thick by 8 ft wide by 5 ft (or 7 ft, 6 ins. and 17 ft, 6 ins.) along the track. StarTrack panels are precast at regional Oldcastle plants to facilitate delivery, quality and professional supervision. Phone: 888-965-3227.

StarTrack Railroad Crossings—The StarTrack II-HD design is a one-piece module with Pandrol clips. Heavy-truck or industrial loads are accommodated by larger and thicker modules, with additional reinforcing. The size of these modules is 16 ins. thick by 11 ft wide by 5 ft along the track. Special design mixes are available for deicer-corrosion and freeze-thaw problem areas. Phone: 888-965-3227.

StarTrack Railroad Crossings—StarTrack II-TS is an all-new Transit Light Rail Support System designed for transit, trolley, light rail and slow-speed, low-tonnage freight. It features an open rail groove to accommodate the rail and its rubber support system. It is available in all existing StarTrack versions and offers improved economy, adaptability, electrical insulation, rail isolation and vibration and noise dampening. Phone: 888-965-3227.

Steel Crossings, Inc.—SCI manufactures heavy-duty, diamond-plate, custom-designed steel railroad crossings for heavy crossing areas. Steel crossings are easily installed, easy to maintain, www.rtands.com

and ideal for severe weather conditions, with no tearing, chipping, splintering or cracking. Phone: 412-820-7030.

Stella-Jones Corp.—Durable oak timbers are used in the construction of the Solid Timber Panel Crossing. The field panels are 20 ins. wide, consisting of two 10-in. timbers with a flangeway clearance notch, which prevents crushing of the edge of the field panel. The gauge panels are 25-1⁄2 ins. wide, consisting of three 8-1⁄2-in. timbers. All panels are doweled together and pre-bored with countersunk holes for drive spikes or lag screws. Panels can be shipped with pre-attached filler blocks and beveled ends. Phone: 800272-8437

TRANSPO ® INDUSTRIES, Inc.— BODAN ® grade crossing system, designed for heavy-traffic supports HS 25 traffic loads. Modular panels accommodate curves, multiple track crossings, switches and crosswalks and remove and reinstall easily for routine track maintenance. The skid/ wear-resistant surface is impervious to fuel, salt and moisture. Optional safety features include imbedded LED warning lights and color pavement. Phone: 800-321-7870.

TRANSPO ® INDUSTRIES, Inc.— STEP-SAFE ® ADA-compliant tiles have been used for ramps, crosswalks, train/subway station platforms since 1993. The polymer concrete material resists the effects of weather, wear and cleaning solutions. Tile backsides have tightly bonded exposed coarse aggregate, enabling it to obtain a strong bond

to wet concrete or mortar surfaces. Phone: 800-321-7870.

Communications and signaling equipment and warning devices ALSTOM—The Microchron Vital Timer eliminates the need to stock separate timers with different voltages and time ranges. It features a wide voltage and selectable time range. Input operating range is +8V d.c. to +35V d.c. Vital Time delays one second to 19 minutes, 59 seconds may be configured in onesecond increments. Time-delay accuracy is +0.1% of the thumbwheel setting. Vitality is ensured through the use of Safety Assurance Logic Software. Phone: 800-717-4477. ALSTOM—New and improved AURORA™ LED Signal offering. ALSTOM is continuously improving its offering to meet our customers’ changing needs and to take advantage of evolving technologies, as they become available. ALSTOM has recently introduced two 12-in. and one 8-in. AURORA retrofit kits for the highway crossing signals: the AURORA 300 and the AURORA 160. The new AURORA 300 signal (300 LEDs) provides superior light output. With 1,600 candela on axis, it is the brightest LED signal in the market today. The new AURORA 160 signal (160 LEDs) offers not only improved brightness but is also the most-costeffective signal. Both signals feature regulated light output and come in completely sealed enclosures. Phone: 800-717-4477.

ALSTOM—ALSTOM’s new AURORA Gate Arm Light also benefits from the new LEDs and is three times brighter than the previous generation. With its 36 ultra bright LEDs per unit, it is actually the brightest LED gate-arm light with the widest viewing angle (30-degree) available in the market today. It exceeds the AREMA-recommended 70-degree beam spread and is com p a t ible with all suppliers’ highway cross-

ing products. Tested over 200,000 operations, it has not had one single LED failure. The new AURORA Gate Arm Light is also available as a kit, which contains everything for a quick and easy one-man, one-tool, 10-mi nute installation. Plus, its unique design utilizing plug-in quick connectors and coil cord allows for an easy positioning of the lights on the gate arm. Just plug and connect. Phone: 800-717-4477.

American Concrete Products— Since 1952, American Concrete Products has been manufacturing precast signal foundations. Its signal foundations are manufactured in accordance with AREMA design standards. With its sizeable inventory, the company offers 15 of the most common signal foundations, in addition to several unique ones with custom bolt patterns. Whether its signal, wayside, flashing or cantilever foundations, the experienced sales and engineering team can help determine the best products to meet its clients’ project needs. Phone: 402-331-5775. Ansaldo STS—Ansaldo STS offers a full line of aluminum cantilevers in lengths from 20 to 40 ft. These cantilevers, designed to meet or exceed all AAR and other industry specifications, are maintenancefriendly and offer ease of installation. Both mast designs will mount on a four-bolt foundation. Phone: 412-688-2400. Ansaldo STS—The HC-20 LED light is a 12-in. highway-crossing signal that features a light emitting di ode module en closed in a cast aluminum, water-tight case e quipp ed with side-view ports. De signed to main tain sufficient light out put even if discrete LED fail ure should occur, the LED module is brighter than con ven tional incandescent lamps and consumes a p prox imately 30% less power. The HC-120 LED signal light meets AAR and AASHTO stand ards and ha s an estimated operating life of 100,000 hours. The HC-120LED can replace exist ing light units that have 30-degree/15-de gree, 20-de gr e e / 32-degree and 70-degree/0-degree spread and de flec tion patterns. Phone: 412-688-2400.

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Communications and signaling equipment and warning devices adapter base, the PN-150EVT can be plugged directly into an existing PT-55 base with no wiring changes. Phone: 412-688-2400. Astro-Tek Associates—Adjunct or primary controls for public and private grade-level crossing-warning systems where loss of shunt is a problem. The warning systems use test-proven logic control and low-power buried magnetometer sensors that provide constant warning time and data activation logging as options. Phone: 203-755-2323. Ansaldo STS—The Model 95 Gate Mechanism, meets or exceeds all AAR and other industry specifications, features an integral castaluminum housing and cover and is driven by a permanent magnet gear motor. It has a stall torque of 2,000 ft-lbs. Other features of the Model 95 include heavy-duty coil springs for vertical and horizontal damp eners; a new solid-state motor controller includes diagnostic LEDs and test functions for confirming operation; capability of indefinite motor stall; and higherstrength gears and a maintenance switch that enables the mechanism gate arm support assembly to be rotatated to the down position via electrical power. The Model 95 gate mecha n ism can be fitted with a pedestrian gate arm and features a new solid-state module that drives the gate arm during the first 45 degrees of descent. The Model 95 mechanism is suitable for entrance gates and exit gates in a quadgate system. Phone: 412-688-2400. Ansaldo STS—The PN-150EVT timer is a microprocessor-based vital time element relay that is a direct plug-in replacement for the PT-55 mechanical timer. The PN-150EVT is suitable wherever a vital delay pick-up relay is needed and it can be used for time locking, loss of shunt protection and delayed clearing of signals. A printed circuit board that includes the microprocessor and associated circuitry is mounted within a plug-in-style relay enclosure. A four-character LED display on the face of the timer indicates operational status. The timing interval of the PN-150EVT timer can be set anywhere between 0 and 3,599 seconds (0 minutes to 59 minutes, 59 seconds). When used with the specially-designed 32 Railway Track & Structures

Astro-Tek Associates—The Four Quadrant Exit Gate Control System consists of an array of special magnetic detection sensors strategically placed within an island crossing that are hard-wired to a central controller located adjacent to the track. Upon receipt of a signal from the standard track circuit that a train is approaching the crossing, the sensor array is interrogated to determine if a vehicle presence is detected within the island. In addition to the detection and control system, a data-gathering and data-retrieval system has been developed to provide real-time information on each train’s passage. Such data provide a valuable tool to evaluate performance and reliability analysis for the design of operating algorithms embedded within the system controller. Phone: 203-755-2323.

Energy Abosorption Systems A Trinity Industries, Inc. Company—StopGate™ vehicle arresting safety barrier gate helps prevent vehicles from entering a railroad crossing. The StopGate technology ultimately changes the function of typical railroad crossing arms from one of “warning” to positive crashworthy protection. Consists of a housing that contains components for raising and lowering gate arms, which are made up of three 19-mmdiameter energy absorbing steel cables set inside two 90-mm-diameter aluminum tubes. The tubes are connected by a series of rectangular aluminum connectors welded vertically between the upper and lower tubes. The gate June 2012

arm is deployed using a vertical pivot action– similar to a crossing warning gate–and utilizes a positive locking device at each end of the arm to secure the gate across the roadway. The locking gate at the far end of the gate arm is located in the highway medium, which helps prevent traffic from going around the gate, while the gate arm itself prevents the vehicle from going through it. Maximum gate width is 55 feet (16.7 m), and it is accepted by FHWA as a NCHRP 350 TL-2 attenuator that can stop a 2,000 kg (4,400 lb.) pickup truck traveling at 70 km/h (44 mph). Phone: 312-467-6750. ESCO Equipment Service Co.—Associated Signal Co.– The Ultra Lite gate arm light assembly is engineered to be the most-durable gate light available. Molded from impact-resistant polycarbonate material, the one-piece device is designed to prevent breakage between the lamp and junction box. Several mounting options are available. Phone: 847-758-9860.

We understand the critical nature of railroad signal equipment and pay attention in every aspect of our work. We ensure our products and services meet or exceed the quality required by our customers. Phone: 918-307-0098.

Genesis Technologies, Inc.—T-Boss 7400 ACDC Track Driver (pronounced tee-boss) provides 10 percent more output power than conventional ACDC track drivers and with the XP option, 25 percent more output. T-Boss7400 features: 12V DC input; four isolated AC outputs; LED status indicators for battery input and four AC track circuit outputs; efficient and cool operation; plug-in I/O connector. Three-year limited warranty. Phone: 918-307-0098.

ESCO Equipment Service Co.—ESCO Safety Strobe Kit features Lightman® Xenon Strobes, the brighest portable lights available today. Various lens colors are available. The Lightman can be attached to equipment, traffic cones, worn on reflective vest belts and clothing, anyplace where high visibility is critical. Weight 3.5 ounces. Phone: 847-758-9860.

Exide Technologies—The Absolyte IIP Single Cell Module battery is designed for ease of handling in railway signal applications. The Absolyte IIP represents the third generation of the Absolyte product line with field-proven experience since 1983. The proprietary MFX alloy offers superior cycling and long-file capabilities. The rugged Absolyte IIP battery is able to recover from deep discharges, and can accept a high rate recharge. It is freeze tolerant. Phone: 630-862-2200. Genesis Technologies Inc.—Remanufacturing grade-crossing equipment. We understand signal systems operation and how they function in the field.

Genesis Technologies, Inc.—T-Rx 7100 Rail Shunt Augmenter System (pronounced tee-rex) helps provide reliable shunting for railroad signal systems. Features: 7.1 VDC output to track; 120 VAC or 12 VDC; system diagnostics; circuit breakers; isolated inputs and outputs; system check output; automatic switchover to DC; surge protection; plug-in style connectors; wall or rack mount; three-year limited warranty. Phone: 918-307-0098. GE Transportation Rail—The SCX-1 (Solid State Crossing Controller) is a fully-programmable, microprocessorbased, AC/DC track circuit system designed for railroad-crossing control. The system provides reliable shunting in rusty rail conditions. It requires minimal wiring to implement and a standard crossing application program (STDXING) is included. Phone: 800-825-7090. www.rtands.com

Equipment & Materials Guide crashers violate a downed crossing gate. Phone: 812-474-4256.

GE Transportation Rail—The HXP-3 (Highway Crossing Processor) series of constant warning time crossingcontrol units is designed to provide consistent detection times with varying train speeds. Fashioned to interface advanced microprocessor technology with long-term reliability, ease of maintenance and design flexibility. It is available in two models: HXP-3 provides stand-alone operations for single- or double-track applications; HXP-3R2 provides built-in redundancy for single- or double-track applications. Phone: 800-825-7090.

tion. Vital serial communication ports enable the ElectroLogIXS XP4 to communicate with ElectroLogISX, EC5 or VHLC systems. It can be expanded to add radio signaling capabilities or to operate remotely through a vital serial data port. Phone: 800-825-7090.

General Signals, Inc.—Crossbucks are available in fiberglass and double-ribbed aluminum. These include one- and two-sided engineering and high-intensity grade models in both materials. Phone: 812-474-4256. GE Transportation Rail—The GE fourquad gate control system can operate exit gates in timed, dynamic or fallback modes of operation. GE has developed a standard configuration using a combination of ElectroLogIXS modules, along with a master program that enables users to select the operating characteristics particular to their application. Phone: 800-825-7090.

GE Transportation Rail—HXP/PMD-3 (Highway Crossing Processor/ Phase Motion Detector) is an entry-level predictor with enhanced software allowing the user to switch to the predictor function simply by selecting the constant-warning option on the menu. The unit is available in three models. HXP/ PMD-3D offers stand-alone operation for double-track applications. HXPPMD-3R2 provides built-in redundancy for single-track applications. HXP/PMD -3R2 provides built-in redundancy for single- or double-track applications. Phone: 800-825-7090. GE Transportation Rail—The ElectroLogIXS XP4 supports a wide range of highway- rail grade-crossing applications, incorporating constant warning time and motion detection control, crossing island train detection, vital input monitoring, vital relay drive output control and ground fault detecwww.rtands.com

General Signals, Inc.—The aluminum/ polyglas composite gate arm has an 18-ft aluminum base and a second section comprised of pultruded polyglas, a composite material utilizing fiberglass reinforced by thermoset polyester composites. Unidirectional fiberglass oriented longitudinally provides rigidity and an ultraviolet radiation stabilizer is added to polyester resin to improve weatherability. Polyglas shapes have resistance to chemical and other corrosive environments. They are nonmagnetic and non-conducting; their strength-to-weight ratio is superior to steel and aluminum and they are perfectly elastic and will not take a set if bent. Phone: 812-474-4256.

GE Transportation Rail—The GE onetrack, redundant motion detector utilizes ElectroLogIXS modules to provide redundant train detection along with vital I/O. An internal gate and lamp control module can also be installed to handle most typical installations, reducing the need for external equipment. Phone: 800-825-7090. General Signals, Inc.—Signal lenses, roundels and reflectors. The product line also includes highway crossing bells, gate arms, gate lights, endof-train lights, and patented gatekeeper apparatus designed to prevent destruction of gate arms when gate

General Signals, Inc.—Gate Keeper is a patented mechanical apparatus which can be attached to any standard gate mechanism, mast-mounted or pedestal-mounted. It allows for vehicles attempting to pass through a lowered gate arm to do so without damage to the gate itself. Any standard fiberglass/aluminum break-away gate arm used in conjunction with the Gate Keeper will, upon contact with a vehicle, swing in a concentric motion and allow the vehicle to pass, without any damage to the gate. The gate arm will then return to its original position and lock into place. A roller-bearing arm has recently been added to the design, which allows it to operate with a gate arm of up to 40 ft in length. There is a shear pin option for highwind areas. Phone: 812-474-4256. General Signals, Inc.—The Survivor gate arm has an 18-ft base section that is manufactured from an 8-ft aluminum sleeve in conjunction with a 14-ft extruded Rovel plastic section that has a triangle cross section. Rovel weatherable polymer is an engineering thermoplastic that combines weatherability, heat distortion and impact strength. If needed, a second section, up to 12 ft in length, made of pultruded fiberglass, is available. Phone: 812-474-4256.

General Signals, Inc.—Plug-In Gate Light Kit is constructed of Xenoy, with plug-in connections to the side of the Junction Box that eliminate time-consuming hand wiring. The lights can be mounted to the arm with standard mounting hardware or by utilizing the adhesive vinyl tape on the back of each Junction Box and Pig Tail cables allow for usage on gates anywhere between 12 and 42 ft. Phone: 812-474-4256. General Signals, Inc.—Gate Lights and Junction Box are available in metal and LEXAN™. Lights are available fully assembled with signal lamp installed. Polypropylene plastic junction box features hinge lid with snap closure. Phone: 812-474-4256. General Signals, Inc.—Complete line of both 8- and 12-in. highway-crossing roundels. All standard lenses for pedestal, cantilever and back lights are available for immediate shipment. Parabolic reflectors in glass, plastic and metal are available in both 8and 12-in. sizes. The company stocks replacement reflectors for all crossing lights and signals and has a complete line of signal lenses. Inner and outer doublets are made of LEXAN™, glass and plexiglass. All standard sizes are available, including dwarf, inverted color lights and semaphore lenses. Phone: 812-474-4256. General Signals, Inc.—Search-light lenses in LEXAN™, glass and plexiglass. Both flat and convex outer lenses are available to fit most manufacturers’ light units. General Signals’ inventory also includes plano magnifying compound lenses, plus 1-in. conicals and flat colored roundels. Phone: 812-474-4256. General Signals, Inc.—Replacement lenses for most makes and models of switch lamps still in use throughout the country. Phone: 812-474-4256. General Signals, Inc.—LEXAN™ lens protectors. All standard sizes are available. Phone: 812-474-4256. General Signals, Inc.—Electronic Crossing Bell is a totally-electronic device. The tone of the bell has been permanently recorded onto a microchip and is then played back through an outdoor speaker. Therefore, the warning sound duplicates that of a traditional bell. No special wiring is

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Communications and signaling equipment and warning devices required; the unit is connected to the same wire leads that would be used for a mechanical bell. The electronic circuit draws less than 0.15 amps, which is approximately 10% of the current draw of a typical mechanical bell. The bell is said to meet all applicable AAR recommendations and pertinent specifications. Phone: 812-474-4256. KYOCERA SOLAR, Inc.—Solar electric power systems for railroad installations. Complete power system for wayside signaling, including intermediate signals, 2-volt track circuits and control points. Solar power systems can also be used for hot box detectors and communication sites. Systems are provided complete with all the necessary components and documentation. Phone: 262-279-5322. Invensys Rail Corp.—Safetran provides a complete, pre-wired crossing warning and control system, packed in a portable workshop and storage shelter. Everything needed is loaded into a shipping container and delivered directly to the crossing site. Items are packed in the order that they will be needed, eliminating unpacking and repacking. The container is weatherproof and can be locked to reduce theft and vandalism. Phone: 502-618-8800. Invensys Rail Corp.—Walkout cantilevers are available in single- and dualmast styles to support arms ranging from 12 to 40 ft. These all-aluminum assemblies are easy to install and are available with a complete line of flashing light units, crossing signs and bells. An optional arm allows a gate mechanism to be mounted on the cantilever. Phone: 502-618-8800.

Invensys Rail Corp.—The S-60 Entrance and Exit Gates from Safetran are designed for full integration into crossing-control systems, including remote monitoring, testing and reporting at the field and central office levels. Gate MTTR (mean time to restore) is 34 Railway Track & Structures

minimized through LED diagnostics, plug-in PCBs and use of an electric brake. The “Maintenance Switch” function will raise the heaviest counterweight stack, allowing the longest gate arms to be repaired or replaced. Entrance and Exit gates share 90% of components to simplify maintenance and reduce spare-part inventories. Safetran Model S-20 and S-40 gates can be upgraded to full S-60 capabilities. Phone: 502-618-8800. Invensys Rail Corp.—Complete Flashing Light Signal assemblies are available with either incandescent or LED light heads. Assemblies can include extruded aluminum crossbucks, track signs, mast, base, pinnacle, bell, either type flashing light unit, crossarms, backgrounds and visors. Specify front, back, left-, right-hand indication. Sidelights in LED heads are illuminated direct from the main light source. Phone: 502-618-8800. Invensys Rail Corp.—Three microprocessor-controlled, solid-state crossing controllers are offered. All are available in 20-amp and 40-amp versions and have programmable flash rate, gate delay and Loss-Of-Shunt Timers. Lamp output is regulated which eliminates seasonal voltage adjustments. The SSCCIII PLUS model adds selectable input logic programs that eliminate relays in most applications, such as second-train-coming, directional sticks and traffic signal preemption. The SSCCIV model adds vital communications for applications such as four-quadrant crossing gates. Phone: 502-618-8800. Invensys Rail Corp.—The Safetran Event Analyzer Recorder II, SEARII, is a flexible, cost-effective system for monitoring and reporting equipment operation at grade crossing, interlocking and wayside signal installations. The base unit, with 100,000 event storage, can monitor most signal installations. Both I/O and event storage capacity can be expanded to monitor the most-complex installations. All event storage has battery back up. SEAR II has built-in, automated testing functions and indicators and remote communications and reporting links. The sophisticated programming is capable of describing alarm conditions, test modes, communications options and control functions independent of the actual unit wiring. The supporting June 2012

Wayside Alarms Management Systems (WAMS) office applications provide the user interface for alarm acknowledgement, initiating control functions and a Web interface to field locations. Phone: 502-618-8800. Invensys Rail Corp.—Safetran’s S3/ Link and new High-Speed-Link Spread Spectrum Radios are designed to provide communications over distances up to 10 miles for signaling and general-purpose data transmission. They provide a method of sending crossing recorder data from crossings to central locations. When used in combination with HD/Link, vital circuit information such as DAX circuits can be sent between crossings. No FCC license is required for either system and units can be arranged to form point-topoint or point-to-multi-point networks. Phone: 502-618-8800. Invensys Rail Corp.—GCP 4000, the first fully-integrated crossing control system, integrates five separate crossing control functions into one compact unit that delivers the most efficient and cost-effective train detection/crossing control system available. The system controls all warning, monitoring and reporting functions at a crossing and allows remote set-up, trouble-shooting, testing and reporting of crossing operation via multiple communications options. Ownership costs are significantly reduced through elimination of all mechanical relays in a crossing, reduction of crossing installation and set-up costs—labor and material— and reduced space requirements. The automated inspection, monitoring, testing and remote reporting capabilities significantly improve crossing maintenance efficiency. Overall, the system has the potential to reduce crossing downtime, rail and highway traffic delays and total crossing ownership costs. Phone: 502-618-8800. Invensys Rail Corp.—Safetran’s standard, solid state, electronic bell is available in loud or soft tone versions for use at conventional crossings. The new E-Bell ™ electronic bell contains a circuit that monitors bell performance, allowing the E-Bell to be used in crossings equipped with the most advanced monitoring/testing/reporting systems. Phone: 502-618-8800. Invensys Rail Corp.—Safetran supplies “Railroad Crossing,” “Railway

Crossing,” “Stop on Red Signal,” and “Number of Tracks” signs for all types of signal applications. They are lowcost, long-lasting, lightweight, easyto-erect and maintain and corrosionresistant. The reflecting material, attached permanently to the sign face, has wide-angle reflecting qualities to make the signs visible day or night. Phone: 502-618-8800. Invensys Rail Corp.—The FLX-4000 LED-type flashing light head is a onepiece replacement for incandescent flashing light assemblies. The sidelight is directly illuminated by the main light source. The LEDs provide uniform light output down to four volts. Chromaticity (color) is nearly identical to incandescent flashing light and beam intensity is superior. Beam alignment is not required. Incandescent flashing lights are available in 8-3/8-in. and 12-in. diameters with a variety of lens options. Phone: 502-618-8800. Invensys Rail Corp.—Safetran’s Gate Arm Helper Model 076575-X is an application device that allows one person to apply break-away types of gate arms in the field. It consists of an adjustable tripod stand to support the arm while the base end is lifted into place and clamped to a conversion bracket at right angles to the roadway. The user then returns to the stand, lifts and rotates it to operational position. The shear pins are reapplied, the clamp removed and the job is complete. Phone: 502-618-8800. Invensys Rail Corp.—Model 2000 Motion Sensor is available in a non-redundant system and redundant configurations. The non-redundant system is designed for two-track installations and provides independent programming of transmit frequencies for Track 1 and Track 2. The redundant system is designed for use in single-track installations. The transmit frequencies for both systems are field-programmable. Both Model 2000 Motion Sensors are equipped with Safetran’s poor-shunting detection software. Phone: 502618-8800. Leach International Corp. —Offers hermetically-sealed electrical switching components for harsh environments. Products include solid-state power controllers, keyboards and custom-engineered relay-rail control systems, positive train separation, www.rtands.com

Equipment & Materials Guide communications-based control systems. Phone: (33) 3 87 97 98 97. National Railway Supply, Inc.— National Railway Supply’s introduction of the ELC Battery Charger line provides the latest in technology for battery charging with the most-wanted features at an economical price. These chargers are temperature compensated, have excellent SCR regulation and low output ripple. Models available: 12/20S, 12/20D, 12/40S, 12/40D and 12/60D. Phone: 912-920-4575. National Railway Supply, Inc.— National Railway Supply, along with EnerSys Inc., the world’s largest manufacturer of lead-acid batteries, examined the requirements of the railroad signal and communications departments and developed a smart battery solution. Thus the introduction of the Ironcald Type ELM or Exide Low Maintenance Railroad Signal Battery (flooded/ wet/vented, designed to tolerate the harsh railroad environment and provide longevity that can exceed conventional maintenance-free VRLA batteries when used in similar signal applications with a more-economical price tag). Amp hour sizes range from 80AH to 710AH. Phone: 912-920-4575. National Railway Supply, Inc.—Distributor for EnerSys Inc., to the rail industry. EnerSys Inc., (formerly Yuasa-Exide) is one of the largest battery manufacturers in the world, especially after completing its recent acquisitions of Hawker, Varta, Chloride, & PowerSafe batteries. National Railway Supply, Inc., and EnerSys Inc., are now able to offer one of the largest and mostcomplete line of batteries for every application. Phone: 912-920-4575. Progress Rail Services Corp.— Progress Rail Services’ Signal Division is a leader in the rail crossing, signal installation and maintenance business. The Signal Division provides field management and construction services for large, on-going projects. We offer a turnkey approach, from survey through design and installation. We design, build and install on average 100 turnkey signal packages per year. The Signal Division also offers contract services to maintain, test and supply material for highway railroad intersections. Progress Rail has continuing contracts with more than 80 railroads www.rtands.com

and industries. We perform signal maintenance and inspection at approximately 1,000 crossings across the nation. Our Signal Division manufactures structures for automatic grade crossing warning systems, wayside signaling systems and any other unique systems you might need. We also provide a variety of products and services for grade crossing and CTC applications. Our wire shop excels in the manufacture of top quality custom local control panels designed to site specific locations. We also offer the latest in scanning and detection equipment. Progress Rail’s rail-mounted scanners deliver optimum accuracy with reliability and minimal maintenance. Our Crossguard stand-alone system monitors crossings to detect obstacles and help avoid derailments. The Signal Division also programs vital processor applications and performs preliminary engineering for commuter rail systems, in addition to providing field service and training. Our test facility performs standard verification tests in hardware simulation. Phone: 800-741-7112. Quest Corporation—Patented Appollolite Locomotive Warning Light and Control Systems allow ditch lights to be used in manual or automatic, normal illumination or timed pulsing modes at railroad crossings and rights-of-way, providing the highest level of operating safety. The Appollolite is field-proven with 12,000+ units in service and meets OEM electrical equipment and FRA requirements. Quest’s warninglight control products are used in both locomotive and transit car service. Phone: 440-230-9400.

QWICK KURB®, INC.—Qualifies for Quiet Zone use as a median separator. Consists of 3.5-in. to 4-in.high raised separator, reboundable vertical panels with over 225 sq. ins. of reflective sheeting and reflective arcs delineating raised profile at night. Discourages driver cross-arm violations. FHWA accepted. Backed by five-year limited

Road Hazard Warranty. Phone: 813645-5972. Railroad Controls Limited—RCL is a full-service supplier of design, installation, and maintenance services for all facets of railroad wayside and highway-rail grade-crossing warning signaling. The company specializes in designing interconnect circuits for highway-rail grade-crossing warning systems and highway traffic signals. Phone: 817-820-6300. Railroad Controls Limited—RCL is an authorized dealer of Motorola two-way radio products and provides repair services for both radios and end-of-train devices. In addition to wayside signal systems, RCL provides PC-based central office CTC, track warrant and communication dispatch systems. Phone: 817-820-6300. Railroad Controls Limited—RCL is the manufacturer and exclusive supplier of the AHS* Automated Horn System* and EMGS*+ Exit Gate Management System. AHS* reduces the area affected by train horn noise by 97% along rail corridors while providing a safer crossing for motorists and pedestrians. EGMS*+ is a four-quadrant gate controller complete with an internal self checking vehicle detection system. Phone: 817820-6300. * Patented + Patent Pending

Railroad Signal International— Supplier of highway grade-crossing warning systems and train-control signals. Manufacturer of complete signal system material packages, including signal houses and walkout cantilevers. Distributor of signal components, equipment and hardware. Custom design, installation and maintenance services provided. Phone: 800-543-2842. Railway Equipment Co.—EZ Gate® Crossing Gate Arm systems with LED Gate Lamps and optional integrated

Light-Out Detection system feature patented quick-connect lamps and modular gate arms to fit any crossing and provide safer installation for the maintainers with no drilling. Sawing, or splicing required to install, adjust the arm length, attach the lamps. Aluminum, fiberglass and combination gate arms available. Phone 763-972-2200. Railway Equipment Co.— The Cragg Railcharger® ATC and ETC Battery Charger Lines feature built-in temperature compensation and the ETC line has an integrated voltage monitor with relay output and adds a volt meter. Both lines may be used as power supplies, as filtering is integral. Models from 5-60 amps and from 1-42.8 volts selectable by number of cells and battery chemistry (NiCad or Lead Acid) are available. Phone 763-972-2200.

Railway Equipment Co.—The Cragg Railcharger® SM ETC150 Battery Charger features built-in temperature compensation, an integrated voltage monitor with relay output, volt meter and integral filtering. This model has an output of 5-10 amps, 110/124/ 132/135/141- volts DC selectable by number of cells (Lead Acid) and include adjustable float voltage. Built on the same legendary ETC platform, these switch machine chargers are built to last. Phone 763-972-2200. Railway Equipment Co.—The new Gate Monitor System completes the EZ Gate® Crossing Gate Arm system by providing gate position detection while in the upright or horizontal position. A tip sensor connects directly to our quick-connect gate lamp with no additional wiring to the gate lamp. The Gate Monitor mounts inside industry standard gate mechanisms and pro-

Railway Track & Structures

June 2012 35

Communications and signaling equipment and warning devices vides contact closures for Gate Up, Gate Down, Lamps Okay. Senses upright position at all times, even when gate lamps are inactive. Phone 763-972-2200.

Railway Equipment Co.—These wind brackets are designed to keep gate arms from being buffeted by high winds and from coming in contact with other structures while in the vertical position. Constructed of galvanized steel, the wind bracket arms are fully adjustable. The wind bracket can be ordered for either a 5-in. or 5.5-in. outside-diameter (O.D.) mast. Phone 763-972-2200.

Railway Equipment Co.—RECoNET® Remote Condition Monitoring System allows secure Internet Web access to remotely monitor Cragg Railchargers®, EZ Gate Arms and Lamps, Gate Monitoring Systems, Switch Machines, and Battery systems, as well as Remote Video Monitoring of grade-crossing sites with minimal data bandwidth requirements. Analog inputs allow the user to monitor incoming voltages, incoming currents, battery voltages, battery currents, battery temperatures, with notifications. Phone 763-972-2200.

S&C Distribution Co.—The Model 500 Jumper Keeper System. Maintainers won’t leave signal jumpers if they are using the in-vehicle Jumper Keeper System. The Rack Unit stores the jumpers and the Dash Unit provides the 80-dbA audible and red-light 36 Railway Track & Structures

alarms when a jumper is missing (left at the crossing). System accommodates up to 30 jumpers. Phone: 708396-1755. Safe-Crossings—Safe-Crossings telescoping rail crossing gate provides full roadway closure up to 50 ft. The vertical height of the gate is only 20 ft long, making it ideal with overhead obstacles and high-wind situations. The gate mounts directly to the existing break-away mechanism and can be fully installed in less than two hours. Other applications include four-quad closures and whistle-ban areas. Phone: 610-432-4612.

United Rentals Highway Technologies – Signs and barricades for grade-crossing reconstructions. From sign fabrication to railroad crossing closures, United Rentals offers a comprehensive line of traffic control products and services for railroad customers. All signs and barricades are NCHRP-350 accepted and meet state specifications. Traffic control consulting services are also available. Phone: 630-932-4600. vELCORP/GEMS®—GEMS introduces the “GOLD” series lamps, warranted for five years of continuous operation. Every lamp is tested for filament position and quality control. These lamps are in addition to the 12,000+hour RS (rough service) series lamps for signaling and safety applications. In conjunction, GEMS has introduced GEMS sockets featuring a 10-year warranty. Phone: 904-230-2840. vELCORP/GEMS®—Long-life, highreliability railroad lamps for gradecrossing and gate-arm lights. A voltage rating of 8.8 volts satisfies FRA 85% lighting requirements. Lamp life is up to 7,000 hours. A 12-watt lamp that is as bright as an 18-watt lamp is available. Every lamp is inspected for filament position and tested to ensure quality control. Phone: 904230-2840. vELCORP/GEMS®—LED power-off indicator for use with the company’s June 2012

Power Off Indicator housings is powered by the battery bus in the railroad bungalow and monitors the VAC input to the bungalow. Phone: 904-230-2840.

vossloh/Global Rail Systems—The ATC series of crossing/warning train detection allows the application in difficult crossing scenarios. Its design allows for dependable detection in rusty rail applications, poor track conditions and does not require insulated joints. Directional and stick logic make this the choice for reliable crossing applications. Phone: 817291-3478.

Western-Cullen-Hayes, Inc.— The 12-in., flashing-light, Model 985-201 high way-crossing signals have a deep-dish design, external peep sight, new roundel, aluminum-coated-plastic reflector, and new lamp bracket. The 985201 light uses a combination of aluminum-coated-plastic reflector and a newly-designed 30-degree x 15-degree roundel to achieve unsurpassed light output with a standard 25-watt lamp. Even when the reflector becomes scr at ched and dirty, it can out-perform most available crossing signal lights. The new lamp bracket, with set screw adjustment, permits easy focusing of the bulb. Complete assemblies can be ordered with all-aluminum mast, crossbuck, track sign, “stop-on-red sig nal” sign, base, pinnacle, bell, flashing lights (now available with LEDs), backgrounds and light hoods. Both one- and two-way indication light assemblies are available, in 8-3⁄8in.- and 12-in.-diameter sizes. Other arrangements can be furnished to meet particular requirements. Side lights are provided as well. Phone: 773-254-9600.

Western-Cullen-Hayes, Inc.—A complete selection of grade-crossing signs includes an extruded aluminum crossbuck, a track number identification sign and a “stop-on-red signal” sign. All are aluminum for easy maintenance. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.—Highway-crossing bell Model 0333 features an adjustable ringing rate, a condenser, improved intensity and a special locking feature that allows the bell cover to be secured with a standard AAR hex-nut wrench and a padlock. Both loud- and soft-tone hammers are available. All bell models are made with a cast-aluminum cover for easy access and all are adaptable to any signal, or can be mounted on the mast or wall. Also available is Model 0333-2, which operates on lowvoltage a.c. or d.c. and Model 0666, operating on 120 volt a.c. Phone: 773254-9600. Western-Cullen-Hayes, Inc.—Model 3597 Gate Mechanism is an innovation in crossing gate mechanism technology, which features a new motor and electronic gate monitor along with other improvements. The Model 3597 is protected from damage when a gate is knocked off, obstructed while powering up, pumping, or power to the mechanism is lost. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.— Electronic highway crossing bell features volume and impulse rate adjustability. The Model 0777-CFR incorporates a solid-state design with no moving parts. All-aluminum construction provides lightweight, maintenance-free operation. The bell operating circuit board features EP-ROM Memory, volume and impulse-per-minute rate adjustable on circuit board, readily-accessible, separate compartment for operating circuit board, two-post terminal strip in base and can mount to 5- or 4-in. mast. Phone: 773-254-9600. Western-Cullen-Hayes, Inc.—The “Gate Gard” adapter permits the gate arm to pivot with the impact of a motor vehicle and safely return to its normal horizontal position, even with 40-ft arms. The latch design of the “Gate Gard” reduces the violent rebound that some ordinary spring-loaded adapters can generate. Phone: 773-254-9600. www.rtands.com

Equipment & Materials Guide Fillers and fasteners

Century Group Inc.—State-of-the-art elastomeric attached filler is manufactured out of innovative non-conductive materials which have a high electrical resistance. The Century attached flangeway filler saves time, is safe and economical. Phone: 800-527-5232. Crown Steel Rail Co.—The Flangemaster is designed to provide a proper flangeway and ensure a smooth crossing. It is adaptable to paved and industrial areas where tracks are installed. A rigid steel guard bar provides a smooth surface between tracks, so that rubber-tired or steelwheeled vehicles can cross without jolting or unnecessary bumping. It is suitable for use with concrete, asphalt or plank crossings. The system is simple in design, easy to install and reduces job and maintenance costs. Installation requires only blocks and steel guard bar. Phone: 248-593-7100.

FAB-RA-CAST®—FAB-RA-FILLER™ bonds completely to the rail steel and to the panel regardless of its composition and retains its elasticity permanently. Because it is mixed on-site and poured in place, the material can be molded to provide a totally-flat running surface between the approach panel and rail head. FAB-RA-FILLER is a nonconductor, making it safe for use in signal territory to help isolate the rails. Phone: 248-354-7185.

GKI Cutting Tools—Distributor of carbide bits for rail drilling tools. www.rtands.com

Repair of bit holders at a savings of 50% or more over cost of new holders. Phone: 815-459-2330.

HiRAIL Corp.—RS is a rubber rail seal product designed to protect the rail and to provide a pre-formed flangeway throughout the crossing surface. Fitting snugly against the rail on both gauge and field sides, it provides a buffer between the asphalt and the rail. Its rubber composition can flex with heavy rail traffic. Two people can install the rail seal that comes in 6-ft-long, 55-lb sections. The rubber flexes with changing temperatures and repels road chemicals. Phone: 800-274-7245.

shaped head that eliminates counter-boring, thus preventing excessive timber decay and rust, and reduces maintenance. Low profile adds to worker safety. The large-diameter head seals moisture away from spike shank and prevents rust, and the extra-large bearing surface holds tight. Installed with a pneumatic air tool or with a maul, the spikes are used to fasten highway-crossing planks. Phone: 800-328-3480.

Lewis Bolt & Nut Co.—Speciallycoated, 5/8-in.- and 3⁄4-in.-diameter, Recessed-Head Timber Screws for crossing planks allow quick installation with standard tools. Pre-boring is recommended, but is not necessary, and the screws are available in various lengths with either round or square heads. Forged one-piece washerhead eliminates the need for separate washer and seals out moisture to prevent rust and wood decay. Phone: 800-328-3480. International Track Systems, Inc.—ITS, Inc., Rubber Rail Seals are designed for easy installation and longevity. Our 70 Duro EPDM Rubber Rail Seals reduce harmful impact and vibration at the grade crossing and improve the overall quality of the crossing. Our FastCam Clamps are easy to install and tighten in seconds. Rail Seals available in all sizes. Phone: 724-658-5970. International Track Systems, Inc.— The Flangeway Filler Strip by ITS, Inc., eliminates the flangeway gap so industrial trucks can cross smoothly. The Flangeway Filler Strip also eliminates the safety hazard that a flangeway creates by preventing shoes, bike tires and debris from getting into the gap. The Flangeway Filler Strip compresses under the wheels of the rail vehicle and rebounds when it passes. Many shapes and sizes available. Custom orders accepted. Phone: 724-658-5970. Lewis Bolt & Nut Co.—Sealtite Dome Head Drive Spikes have a thin dome-

Lewis Bolt & Nut Co.—Washerhead timber drive spikes are single-forged, which eliminates both the need for a separate washer and the corrosion that occurs between washer and head. The spikes can be driven with a maul or pneumatic spike driver, and can be removed with hand or power tools. The threads have excellent holding power, and the spikes are easily and quickly installed and removed. They are used in highway-crossing planks and other timber structures. Phone: 800-328-3480.

Magnum Manufacturing Corp.— Rubber flange filler is a durable rubber placed in the flange to prevent dirt and debris from filling the cross-

ing. The filler completely surrounds the flange with a thick rubber section and prevents rocks and other obstacles from being pressed into the flange area under train traffic. Fillers can be used on wood or concrete ties and on all rail sizes from 90 lbs to 136 lbs. These reusable flange fillers are designed for easy installation. Phone: 801-785-9700.

OMNI Products, Inc.—OMNI Virgin Rubber RailGuard™ (VRA) is made from 100% virgin rubber. RailGuard is used with asphalt or pour-in-place concrete. VRA protects the track structure by absorbing traffic impact loads, and provides a positive flangeway, which controls surface water runoff and prevents breakup of the asphalt or concrete at the rail interface. RailGuard can be produced for 90-lb to 141-lb rail sizes. RailGuard can be installed on either timber or concrete ties. Phone: 815-344-3100.*

Performance Polymers Inc.—PPI Railseal profiles have been designed to provide a smooth transition between road surface and the rail-track structure. The rubber inserts are engineered to dampen vehicle loading and absorb energy at the rail interface. The profiles are manufactured from specially-formulated rubber compounds designed specifically to provide outstanding performance and durability in the railroad crossing environment. Products are available in all rail sizes and fastening configurations or can be custom designed for specific requirements. Phone: 888-222-5968.

Polycorp Ltd. —ISO 9001 Registered, Epflex® Railseal Interface and Eplock

Railway Track & Structures

June 2012 37

Fillers and fasteners II have revolutionized the asphalt crossing. Our patented Eplock II clips mean fast, safe, long-lasting crossings with increased structural integrity. Our broad product line allows for custom solutions for embedded rail problems. Extruded from virgin materials, Epflex Railseal Interface is available in all sizes and unconditionally guaranteed. Phone: 800-265-2710.

ing/ patching material that is a durable, permanent and all-season asphalt that will perform equally well under wet or dry conditions. Following application, the crossing can be opened to traffic immediately. Available in 3-1⁄2-gallon pails and 55-gallon drums. Phone: 954-321-9661.

seal between the rail and crossing panels. The RFR Flange Insert System and Rail Seal System can be produced in custom lengths up to a maximum of 40 ft, will accommodate any degree of track curvature and are maintenance-free and reusable. RFR Industries also designs and supplies flangeway-rail sealant for unique rail profile configurations and grade-crossing system applications and now carries ballast regulator broom elements. Phone: 972-875-1406.

Housings, foundations Rails Company—Grade-crossing rail anchors protect rails at grade crossings, industrial sidings and other areas requiring moderate longitudinal rail restraint. They minimize spike pull, tie wear and unstable subgrade, which can result from vertical motion caused by train and highway traffic. A Rails Compression Rail Anchor acts as a spring, absorbing the vertical movement of the rails; two torque timber screws provide secure hold-down. The fasteners fit all rail sizes and install quickly with no pre-drilling required. Phone: 973-763-4320.

Ready Road Repair—This product is a ready-to-use asphalt pav-

RFR Industries, Inc.—Complete grade-crossing packages utilizing the RFR Flange Insert System or the RFR Rail Seal System. The RFR Flange Insert System, featuring the POP-DOWN™ gauge insert, is used with full-depth concrete panels or timber planks and is designed for new installations and ret rofitting existing open flangeways. The RFR Flange Insert System fits 90-lb to 136-lb RE rail sections, and flangeway openings of 2-1/2 ins., 2-3/4 ins., and 3 ins. The Rail Seal System is used with poured-inplace asphalt or concrete, and fits 90/100-lb, 115-lb and 133/ 136lb RE rail sections. RFR Flangeway/ Rail Sealants are anchor-adaptable, accommodate concrete- or timbertie rail fasteners, require no special tools or equipment for installation, and no specific tie spacing for support and are connected at each joint to ensure a consistent and precise

Fabricated Metals LLC—Instrument houses and cases in steel, stainless steel, aluminum, galvanized steel, Corten can be custom designed/ manufactured to meet customers’ needs for grade-crossing products. Standard/ optional items include air conditioners, vent fans, foundations, lighting, electrical outlets, racks, insulation. Track signs, flashing lights, miscellaneous signal grade-crossing products available. Phone: 502-363-2625. Invensys Rail Corp.—A full line of instrument cases and houses are available to meet your needs for grade-crossing controls or any other purpose. Standard and optional items include surge panels, power

wiring, ground-fault outlets, vent fans, lighting and convenience outlets, relay racks, insulation, foundations. Phone: 502-618-8800.

Precision Quincy Corp.—Manufacturing lightweight concrete, stainless steel, galvanealed steel or aluminum equipment shelters constructed for rail applications. Standard sizes: 4’ x 4’ through 12’ x 50’. Modular designs available: up to 24’ x 50’. Options include: turnkey electrical, bulletresistance, integrated foundation piers, powder coat paint and various aesthetic exteriors. Phone: 815-338-2675.

PTMW, Inc.—From parts to total product manufacturing. A leading manufacturer of steel and aluminum signal/communication houses, cases and foundations custom designed to customer specifications. Powder coating and wiring capabilities available. WBE Certified. Phone: 785-232-7792.

Did we miss you? If you have products that should be included in next year’s Grade-crossing Equipment & Materials Guide, let us know. Provide a brief description of about 50 words, giving the important specifications, data and performance characteristics of each item you submit. Provide one selected image, either in digital or in hard copy, of one of the items. More than one may be submitted, but RT&S typically limits the number of photos appearing to one per manufacturer per category. RT&S 2013 Grade-crossing Equipment & Materials Guide 20 South Clark Street, Suite 2450, Chicago, IL 60603 Voice: 312-683-0130 • E-mail: jnunez@sbpub.com 38 Railway Track & Structures

June 2012

www.rtands.com

Flangeway-filler material data Performance Polymers Inc. RAILSEAL

Epflex Railseal

Rail-Way Inc.

RFR

Flange-Insert System

Rail-Seal System

RFR X-Trac System

TRANSPO® INDUSTRIES

Molded, recycled rubber

Molded, virgin rubber

Extruded, virgin rubber

Extruded, virgin material

Molded, virgin material

72”

90” & 96”

to 16’

Optimal=8’ Range=5-16’

to 15’

to 40’

Cut to length

Concrete panels

Poured-inplace concrete or asphalt

Poured-inplace concrete, or asphalt

Asphalt, poured concrete, concrete panels, timber panels

Poured-inplace concrete or asphalt, concrete panels, timber panels

Poured-inplace concrete or asphalt, concrete panels timber, panels

Concrete panels or timber planks

Poured-inplace asphalt or concrete

Precast concrete panels

Precast polymer concrete panels

Sections connected

Yes

Yes (Clipped)

Yes

Tie spacing

All

18”

18” or 24”

All

Special tools required

Retrofit to existing crossings

Yes

Fasteners required

No (optional)

No (are available)

No (optional)

Usable with rail anchors

Yes

Adaptability to various rail fasteners

All

No. Spikes only.

All

Yes

Lengths Types of crossing surfaces to be used with

Reusable

www.rtands.com

HiRAIL RS

Virgin material 8’/9’/10’ Std. up to 40’

Polycorp

OMNI Rail-Guard VRA

Type of material

Century

Railway Track & Structures

BODAN Level Crossing System

June 2012 39

Grade-crossing surface data The information on pages 40-43 provides dimensional and structural data on highway grade-crossing surface materials, along with flangeway-filler material, available nationally. The data given are intended to help railway and highway engineers in their selection of appropriate materials for specific projects. American Concrete Shuntless Lag/ Lagless

American Concrete Shuntless PFW - Lag/ Lagless

Century Group Inc. Concrete Lag Type

Century Group Inc. Concrete Lagless

HiRAIL Full-Depth Rubber

Koppers Standard Timber

KSA Full-Depth Reinforced Concrete

LT Resources ENDuRANCE® XL Composite Crossing

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

OMNI Steel Reinforced

8’6” w 9’0” w/c 10’0” w/c

8’-6”/W 9’-0”/W 10’-0”/W

9’-0”/W 10’-0”/W 10’-0”/C

8’-6”/W/C 9’-0”/W/C 10’-0”/W/C

8’0”/W 8’6”/W 9’0”/W

8’-6”/W/C 10’-0”/W 10’-0”/C

8’-6”/W/CP 9’-0”/W/CP 10’-0”W/CP

9’-0”/W 10’-0”/W

9’-0”/W/C 10’-0”/W/C 8’-3”/C

9’-0”/W/C or 10’-0”/W/C

8’-6”/W 9’-0”/W

19-1/2” or custom

18” or 19-1/2” 20”

18” or 20” 24”

18”

19-1/2”

19-1/2” or 24”

19-1/2”

18” or 24”

18”

Maximum length of tie plates

As required

18”

16”

Any

As required

18”

Any

5/8” x12” H5

3/4”x12”

N/A

N/R

As specified

A/S

Size of fasteners

Type of fasteners

T/optional

N/A

N/R

D, L,T

Fasteners furnished

Yes

N/A

N/R

Additional washers necessary

N/R

N/A

Additional washers furnished

N/R

N/A

# fasteners per tie - maximum

# fasteners per tie - average

Crossing pads predrilled

Length of ties/type W=wood, C=concrete CP=composite

Tie spacing

18” or 19-1/2” 18” or 19-1/2” or 20” 19-3/16” or 24” C/W or 20” W 24” C As required

As required

16”

As specified

3/4”x12”

N/A

3/4”x12”

5/8”x 10-1/2”

N/A

Optional

Yes

N/A

Yes

N/R

N/A

N/R

N/A

N/R

N/A

N/R

N/A

N/R

N/A

N/R

N/A

Yes

N/A

N/R

As specified

Yes

As specified

N/A

Yes

Spike holes countersunk

Yes

N/A

N/R

As specified

Yes

As specified

Yes

N/A

Yes

Spike hole plugs furnished

N/A

N/R

As required

N/A

Yes

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” 9’ 10’

9’ 10’

36”

8’-0”

8’ 1 1/2” or custom

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

8’ or 9’

36”

Length of field panels

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” 9’ 10’

9’ 10’

36”

8’-0”

8’-0” 8’-1 1/2” 10’-0”

8’ 1 1/2” or custom

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

8’ or 9’

36”

Gauge pads # of pieces

2 or custom

Conc. 1 Rubber 2

Length of gauge panels

40 Railway Track & Structures

June 2012

8’-0” 8’-1 1/2” 12’-0” 10’-0”

www.rtands.com

N/R N/A

= Not Required = Not Applicable

D = Washer head drive spikes L = Lag screws

+ LW 1

= At additional cost T = Timber screws = Lag screws with attached washer TW = Timber screws with attached washers = The degree of curve allowable is proportionable to the length of the crossing.

If a supplier of a nationally-available crossing surface wishes to update or correct any of the data for future revisions or include a product that has been omitted, send the relevant information to: RT&S Grade Crossing Data Sheet, 20 S. Clark Street, Ste. 2450, Chicago, IL 60603. (The material included is modeled on the format originally developed by Cliff Shoemaker, formerly Union Pacific’s director of industry and public projects, for UP’s Grade Crossing Surface Data Sheet.) OMNI Heavy-Duty Virgin Rubber 8’-6”/W or 9’-0”/W or 10’-0”/w

18”

Polycorp Ltd. Polycorp Ltd. Concrete Full-Depth Rubber

OMNI Embedded ConcreteRubber

OMNI Tracast

9’-0”/W/C 10’-0”/W/C

N/R

8’-6”/W/C 9’-0”/W/C

9’0”/W/C 10’ 0”/W/C

N/A

18”

18” or 19 1/2”

18” or 19-3/16” or 19-1/2” or 20” or 24”C

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

Stella-Jones, Inc. Full-Panel Timber

StarTrack II Precast Concrete-HD

StarTrack II Precast Concrete

Steel Crossing Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

N/R

8’-6”/W/C 9’-0”/W/C

9’0”/W/C 10’ 0”/W/C

8’-6”/W 9’-0”/W

N/R N/R

8’-6”/W 9’-0”/W

8’-6” 9’-0” 10’0”

N/A

18”

18” or 19 1/2”

19-1/2”

N/A

19-1/2”

Any

16”

N/A

16”

As specified

N/A

16”

As specified

N/A

16”

Any

3/4”x 7-1/2”

3/4”x 12”

3/4”

3/4”x12”

3/4”

3/4”x12”

As specified

N/A

3/4”x12”

N/R

Bolts

D,L,T

Pandrol

N/R

Yes

Optional

Yes

N/R

N/A

N/R

As specified

N/R

N/A

N/R

Y-Lock

N/R

As specified

N/R

N/A

N/R

N/A

N/R

Yes

N/A

Yes

N/A

Yes

N/A

Yes

N/A

Yes

As specified

N/A

Yes

N/A

Yes

N/A

Yes

N/A

Yes

N/A

N/R

N/A

36”

8’ or 8’11/2” or 9’ or 10’

6’ Conc. 6’ Rubber

36”

8’-1 1/2” or 9’0”

4’ or 8’

36”

8’-1 1/2” or 9’0”

8’-1-1/2”

60”

60”/90”/210”

72-1/2”

24”

36”

8’ or 8’11/2” or 9’ or 10’

N/A

36”

8’-1 1/2” or 9’0”

4’ or 8’

36”

8’-1 1/2” or 9’0”

8’-1-1/2”

60”

60”/90”/210”

72-1/2”

24” or 48”

Conc. 1 Rubber 2

www.rtands.com

Railway Track & Structures

June 2012 41

Grade-crossing surface data American Concrete Shuntless Lag/ Lagless

American Concrete Shuntless PFW Lag/ Lagless

Century Group Inc. Concrete Lag Type

Century Group Inc. Concrete Lagless

HiRAIL Full-Depth Rubber

Koppers Standard Timber

KSA Full-Depth Reinforced Concrete

LT Resources ENDuRANCE® XL Composite Crossing

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

OMNI Steel Reinforced

Depth of material

Full

3”

Steel reinforced

Yes

Yes Grade 72

Yes

N/A

Yes

Tongue & groove design

Yes

Rubber 185# 12’ Conc. 4500# 4’Conc.3400#

Weight of gauge panels

8’ 1 1/2” 3300#

3300#

575#

570#

3300# 5000#

525635#

34005100#

8’ 1 1/2” 1730#

1300#

1750#

230#

462#

1750# 2500#

350425#

18002700#

Rubber 185# 12’Conc. 2400# 9’Conc. 1800#

8’6” 130# 9’ 160#

Shims furnished

N/A

N/R

As required

N/R

Yes

Shim material

N/R

plastic/ composite

N/A

Wood

Shim fasteners furnished

N/R

N/A

As required

N/A

Yes

Bearing pads recommended

As specified

N/A

Yes

As Specified

As Specified Wood Tie, Yes Concrete Tie

Yes

Bearing pads furnished

Optional

Yes

As Specified

If specified

Yes +

N/A

Header board required

N/A

Type of header material

N/A

Header material furnished

N/A

N/R

N/A

Maximum curve allowable

Any

20 +

630

Yes

N/A

End plates available

Yes

N/R

Yes

End plates furnished

Optional

Yes

N/A

Yes

Optional

Yes +

Yes+

Gauge flangeway type/ Flangeway opening

Rubber

Attached Rubber

Rubber/ 2-1/2”

Timber/ 2-1/2”

Rubber 3”

Rubber/ Composite 3”

2 1/2”ADA 3” main line

Rubber/ 2-3/4”

Yes

Weight of field panels

Can materials be ordered, cut or modified for use in switches?

Insulation/Rail Isolation

42 Railway Track & Structures

June 2012

320#

www.rtands.com

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

Stella-Jones, Inc. Full-Depth Timber

StarTrack II Precast Concrete-HD

StarTrack II Precast Concrete

Steel Crossings Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

Full

Full (16”)

Full (14”)

Full

4”

Yes

9’ - 3550# 12’ - 4730# Modular

6’Conc. 7000# 6’Rubber 150#

570#

3500#

4’-1500# 8’-3000#

570#

3500#

700#

10,400#

5’-6370# 7’-6”-9555# 17’-6”-22000#

475#

500#

244#

9’ - 1870# 12’ - 2490#

N/A

225#

1400#

4’-3500# 8’-7000#

225#

1400#

500#

With gauge (one piece)

400#

500#

N/R

N/A

N/R

N/A

N/R

N/A

N/R

N/A

N/R

N/A

Yes

N/R

As specified

Yes

As specified

Yes

N/A

Yes +

N/A

Optional

Yes

Optional

Yes

N/A

N/R

N/A

221

Any

221

Any

Yes

N/R

Yes

Yes+

Yes

Yes+

N/A

Yes

Rubber/ 2-3/4”

Rubber/ 3”

Rubber/ 2-3/4”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

Conc/ Rubber/ 2-1/2”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

As specified

Concrete

As specified

Rubber

Yes

As specified

Yes

Polycorp Ltd. Polycorp Ltd. Full-Depth Concrete Rubber

OMNI Heavy-Duty Virgin Rubber

OMNI Embedded Concrete Rubber

OMNI Tracast

Full

Yes

555#

www.rtands.com

Railway Track & Structures

June 2012 43

high-speed rAil grinding And metAl removAl by Dr. Allan M. Zarembski PE, FASME, Honorary Member of AREMA, vice president consulting services and strategic projects, Harsco Rail’s ZETA-TECH Business Unit

Controlling grinding speed allows for the amount of metal removal to be fine-tuned and results in improved effectiveness and utilization of grinding operations.

s railroads increasingly rely on rail grinding to maintain their rail condition, the need to perform this maintenance operation with a minimum of track occupancy time and associated disruption to traffic, likewise, takes on increased importance. Traditional rail grinding’s relatively low speeds of operation, usually in the two to eight mph range, requires significant track occupancy time, which increases the cost and impact of rail grinding, particularly on high density mainline tracks. The new generation of rail grinding trains have significantly increased grinding speed of rail grinding capabilities, which have increased the ability of railroads to maintain and profile the rail with a minimum disruption to rail operations and associated train delay costs. Grinding speeds in the range of 12-14-plus mph allows for single high-speed grinding passes resulting in shorter track occupancy requirements, an important consideration for maintenance of high-density rail lines. The improved control systems associated with this modern generation of rail grinding equipment provides the ability to fine tune the metal removal by controlling the grinding speed of the equipment. Thus, fast, controlled grinding passes allow for 44 Railway Track & Structures

June 2012

light maintenance grinding, with metal removal of the order of 0.002 inches to 0.006 inches per pass. This fast, light, single-pass grinding improves the utilization of the grinding trains and the effectiveness of the rail grinding operation in rail profile and surface condition maintenance. Grinding speed represents one of the key control parameters in determining the type of grind, its extent (depth) and its quality. Grinding at a speed beyond the capability of the equipment will result in a non-uniform finish, with “chatter,” surface blemishes and uneven metal removal. Increasing the forward speed of the grinding train generally results in a decrease in metal removal. That is because the grinding wheel spends fewer rotations over a given location on the rail head. Thus, for example, a 3,600 rpm grinding wheel, moving forFigure 1, top, metal removal versus grinding speed.1 Figure 2 is the distribution of metal removal across the railhead (Pattern #16). 1. Zarembski, A. M., The Art and Science of Rail Grinding, SimmonsBoardman Books, Inc., Omaha, Neb. 2005. www.rtands.com

grinding and metal removal

Figure 3A, top, shows the area of metal removal versus speed (Fixed grinding pattern). Figure 3B shows the maximum depth of metal removal versus speed (Fixed grinding pattern).

ward at a speed of four mph will apply approximately 30 cutting revolutions on each yard of rail. If the forward speed was doubled to eight mph, the same yard of rail will receive only 15 cutting revolutions of the same grinding wheel and at 12 mph, it receives 10 cutting revolutions of the grinding wheel. Thus, the total number of cuts decreases, with a corresponding decrease in the amount of metal removed during the passage of the grinding motor. In addition, the distance between grinding “marks” will increase with speed, corresponding to the increased distance traveled by the grinding train during each rotation of the wheel. This relationship, however, is not always linear since there are nonlinear effects associated with increased/ decreased efficiencies of cut and the grinding stone-rail interaction effects, which vary as a function of grinding speed, grinder design and associated 46 Railway Track & Structures

June 2012

dynamic characteristics and grinding stone type and rail surface condition. The overall relationship between metal removal and speed is illustrated in Figure 1, which shows the reduction in metal removal as a function of increased forward speed of the train. While there is some variation in metal removal as a function of speed, illustrated by the band width of the curve in this figure, speed does represent an effective means of controlling the amount of metal removed for each pass. This effect forms the basis of modern high-speed preventive maintenance grinding that uses a single, high-speed, light-metalremoval pass (applied at frequent intervals) to control the profile of the rail and prevent the development of fatigue damage.

This ability to grind rail at increased speeds has been accomplished through the introduction of a new generation of sophisticated control systems together with specially-designed high-speed buggies. This increase in grinding speed has been quite dramatic, going from the four to eight mph grinders of the 1980s to the modern 10 to 14-plus mph grinders. In fact, the newest generation of rail-grinding equipment has demonstrated the ability to grind at speeds of up to 18 mph on a limited basis2 and production grinding in the 14-plus mph range, though 10 to 12 mph remains as the more common top production speed range. By allowing for a high pass g r inding pass, which removes a carefully controlled amount of metal, rail grinders can optimize their rail maintenance operations, removing small amounts of surface-damaged metal and restoring profiles, on an ongoing preventive maintenance basis. This is the basic concept of preventive grinding, with shallow, fast and frequent grinding passes used to control the rail profile, the wheel/rail interface and the development of rail defects. Furthermore, by performing this activity at higher and higher speeds, railroads can schedule these preventive grinding passes on a more frequent basis, minimizing disruption to traffic and train schedules. This increase in grinding technology has also been matched by improved measurement technologies, allowing for the careful monitoring of both metal removal and profiles. This new measurement technology allows for the measurement of metal removal down to 0.001 inches and allows for careful monitoring of metal removal as a function of speed, pattern and even grinding trains. Recent measurements on a major Class 1 railroad during a

2. On a limited or spot basis under “ideal” grinding conditions 3. Harsco Rail RMS-Class Rail Grinders with 96 30 Hp grinding motors 4. Harsco Rail RMS-10 Rail Grinder working on major US railroad during the period 2007-2010. www.rtands.com

grinding and metal removal

Figure 4A, top, shows the maximum depth of metal removal versus grinding speed. Figure 4B shows the area (cross-sectional) of metal removal versus grinding speed.

four year period, 2007-2010, allowed for the development of metal removal versus speed and pattern data for two new-generation, high-productivity 2880 HP grinding trains.3 It is important to note that these metal removal curves are a function of several key variables to include: • Grinding horsepower • Number and size (power) of grinding motors • Grinding speed • Grinding pattern • Grinding equipment design • Grinding stone technology • Condition of rail being ground Thus, changing patterns, which changes the distribution of grinding motors across the rail head, will result in a different metal removal signature. Since the depth of metal removal varies across the rail head as a function of the grinding motor concentration associated with a given grinding pattern, the location of maximum metal removal varies across the railhead. This is illustrated in Figure 2, where the maximum metal removal point occurs approximately 1.2 inches to the gauge-side of the center of the rail head. Another commonly used measure of the metal removal is the area of the difference curve which corresponds to the area of metal removal across the rail head (i.e., the area under the curve in Figure 2). Thus, metal removal performance can be defined either in terms of a maximum point on the railhead (which varies from pattern to pattern) or as an area under the railhead. Grinding speed is a key metal removal factor, which allows for changing of metal removal for a given grinding train, as it moves down the track and the metal removal needs vary from site to site. By taking metal removal measurements at a range of grinding speeds it is possible to define a metal removal versus speed curve, such as presented in Figures 3A and 3B, for metal removal area and maximum depth, respectively. As can be seen in www.rtands.com

these figures, the metal removal clearly decreases with increasing speed in the manner previously illustrated in Figure1 for the speed range of seven to 12 mph. Noting that the metal removal is dependant on such key parameters as total grinding horsepower and grinding pattern, as well as speed, it is possible to develop grinding effectiveness curves for a given class of rail grinders, for a given set of patterns or combined similar patterns. Figures 4A and 4B illustrate such a curve which presents the effectiveness of high-speed grinding as performed

by a new-generation 2880 HP highproductivity grinding train.4 Figure 4A shows maximum depth of metal removal versus speed in the range of eight to 14 mph for two different grinding patterns. Figure 4B shows total crosssectional area of metal removal versus speed in the range eight to 14 mph, likewise, for the same two grinding patterns. Note average and upper bound curves are superimposed onto the actual data points to more clearly illustrate the speed dependency behavior. As can be seen in Figure 4A, the range of metal removal depth clearly Railway Track & Structures

June 2012 47

grinding and metal removal Figure 5 shows the maximum depth of metal removal versus grinding speed of all grinding.

varies with speed with a metal removal range of 0.016 to 0.036 inches at eight mph decreasing to 0.008 to 0.024 inches at 14 mph. The metal removal area shows a similar behavior in Figure 4B. Figure 5 presents the metal removal versus speed curves for the full range of grinding patterns, to include top, gauge and field side patterns. As can be seen in this figure, the range of metal removal at any given speed is significantly greater (e.g. 0.15 to 0.070 inches at eight mph). However, the overall metal versus speed removal curve retains the same overall decreasing shape (dropping to 0.010 to 0.040 inches at 14 mph). Thus, it can be seen that proper management of the grinding speed can allow for control of metal removal to optimize the effectiveness of the rail grinding operations. In particular, this

48 Railway Track & Structures

June 2012

allows for the implementation of highspeed preventive maintenance grinding which uses shallow, fast and frequent

grinding passes to control the rail profile, the wheel/rail interface and the development of rail defects.

www.rtands.com

Automated crosstie evaluation systems work toward removing subjectivity and improving accuracy of crosstie inspections. GREX’s Aurora Track Inspection System on track just outside a tunnel.

MAiNtENANCE-Of-WAy ChALLENgES:

AutomAted tie inspection by Mischa Wanek-Libman, editor

orth American railroads spend a significant amount of their capital budgets each year on crossties. While inspection and evaluation are aimed at making sure those ties last as long as is safely possible, walking tie inspectors have many variables, such as experience, training, workload and environment that can affect their perception of tie condition. “Automation of the process using machine vision technology removes the variables and provides consistency of judgment,” said Lynn Turner, vice president sales and marketing with Georgetown Rail Equipment Company. With the Federal Railroad Administration’s rule requiring automated inspection of concrete crosstie track, the automation of tie inspection will continue to grow in importance. While the systems available today vary in the technology used in tie evaluation, they all aim to produce results that are an accurate and objective assessment of a crosstie’s condition.

ENSCO

ENSCO, Inc., offers several technologies for the automated evaluation of crossties, including Deployable Gage 50 Railway Track & Structures

June 2012

Restraint Measurement Systems (D-GRMS) and Track Component Imaging Systems. Both of these technologies can be further complimented with the measurement of rail cant and the movement of the rail under loads using ENSCO’s Rail Profile Measurement System (RPMS) to assess rail seat conditions. The D-GRMS, a contact measurement system provided jointly by ENSCO and Plasser American Corporation, uses a hydraulically-loaded split axle to laterally push downward and outward on each rail to expose gauge restraint weaknesses. The D-GRMS utilizes a deployable fifth axle on a full-sized railbound vehicle, is capable of testing at speeds up to 50 mph and, according to ENSCO, can uniformly apply 14,000-lb. lateral loads and 21,000-lb. vertical loads. ENSCO’s Track Component Imaging System offers high-resolution imaging of the track bed from a moving vehicle, allowing for both automated and manual inspection of ties, track bed and rail components. This technology was developed in direct response to industry demand for faster and more cost-effective approaches to grading of wood and concrete ties, detection of cracks in www.rtands.com

AuTomATEd cRoSSTIE InSpEcTIon

This page, Table 1 from GREX shows an evaluation of opposite truck side camera/laser measurement performance on common rail side. Opposite page, Figure 1 from GREX shows opposite direction measurement data.

concrete ties and detection of missing f astener s or other components. Track Component Imaging services commenced in spring 2012 with ENSCO’s latest Comprehensive Track Inspection Vehicle (CTIV), which includes combined track geometry, rail profile and rail cant measurements with imag ing technology to get a c o m p r e h e n s i ve assessment of infrastructure condition. Eric Sherrock, senior staff engineer with ENSCO’s Applied Technology and Engineering Division, says the company devotes a significant portion of its research and development to improving key aspects within its machine-vision inspection systems i n c l u d i n g l i g h t i n g a n d f e at u r e detection algorithms. “ENSCO is continually developing enhancements to its automated image processing algorithms in order to provide operators with consistent, objective and an efficient means to inspect tie and fastener conditions,” said Sher rock. “The industr y is lear ning that by combining the results of different measurement and inspection systems they can get a clearer picture about the condition of the infrastructure. ENSCO is currently evaluating the combined results of rail profile measurement, including rail cant, with those provided by the D-GRMS and track component images to provide objective assessments of fastener effectiveness and rail seat conditions. Comprehensive inspection of track conditions using complimentar y technologies will play a vital role in the industry’s ability to address critical track component issues, such as rail seat deterioration on concrete ties.” 52 Railway Track & Structures

June 2012

Sherrock points out that D-GRMS is a well-established technology that produces accurate and repeatable data, especially on concrete ties, and the ultimate goal of any machinevision-based system is the same. “To achieve this goal, the quality of the image is critical. ENSCO has directed significant resources to optimizing image quality, which involves striking the right balance between lighting, image resolution and other impor tant factors. For automated detection of particular track features, the development of reliable machine vision algorithms capable of providing accurate and repeatable results is a complicated process in which the designer s have to str ike the r ight balance between maximizing event detection while minimizing f alse ‘positive’ identifications and missed events. The success of algorithms of this nature is highly dependent on both robustness of the methodology and the quality of images that are used to develop the processes. ENSCO has devoted much of its development resources on these issues in order to ensure the reliability of the system and the confidence of the user,” said Sherrock. He also points out that the impact of test conditions on inspection results must be minimized, noting that the D-GRMS operating speed is capped at 50 mph because contactbased systems are less susceptible to conditions, such as day and night, but more susceptible to conditions, such as speed. “ Fo r a n u m b e r o f r e a s o n s , D-GRMS is not typically run through switches. It is capable of operating in all weather conditions with little

adverse effects. Non-contact, optical based systems are more susceptible to weather conditions and day and night conditions and less susceptible to speed conditions. For that reason, ENSCO has spent considerable effort in developing a lighting system that allows the use of its Track Component Imaging System in both day and night conditions. As with all optical inspection technology, care must be taken to minimize the impact of dirt, debris, water and other environmental conditions on windows and lenses. Work continues on the optical-based systems to minimize the effects of weather conditions and night or day inspection,” said Sherrock.

gREX

“Anticipating Nor th American railroad demand for a comprehensive and repeatable method of inspection for the second most costly capital expense, crossties, GREX committed a large amount of resources to deliver a system capable of providing a solution,” said Turner. G e o r g e t ow n R a i l E q u i p m e n t Company says its Aurora Track Inspection System began in 2003 as a push cart equipped with cameras and after talking with Class 1 railroads to understand their challenges, has developed into a hi-rail-mounted system that uses machine vision to create a three-dimensional view of the track for the purpose of grading wood ties and collecting rail seat abrasion (RSA) measurements on concrete ties. The system collects data at up to 42 mph and can operate day or night. Greg Gr issom, vice president engineering at GREX, says that for wood tie grading, Aurora measures 25 variables (including plate cut, splits, warpage, roughness and other variables) to determine a tie score for each tie based on a statistical method. According to Grissom, for concrete www.rtands.com

AuTomATEd cRoSSTIE InSpEcTIon

UCL = Upper Control Limit LCL = Lower Control Limit

ties, the system records height measurements at regions of interest on the tie and on the base of the rail and then performs calculations to output RSA measurements. Data processing occur s onboard and reports are provided within 48 hours that contain customized information to identify clusters of bad ties, plate cut information, enhanced ballast detection and component inventory. “GREX has invested substantially in inter viewing and conducting field testing with customer s to identify avenues of development and enhancements for the Aurora Tie Inspection System,” said Turner. “The results are improved grading models, on-board diagnostics, enhanced ballast detection, enhanced tie plate and plate cut algorithms and enhanced GPS identity, which currently provides an accuracy of +/- 15 cm 95 percent of the time when good signals are present. New developments include GPS filtering that incorporates odometer and rate gyro data to interpolate GPS readings when signals are weak or do not exist.” To make sure the Aurora system produces consistent results, Grissom says the Aurora inspection vehicles undergo a rigorous annual re-certification process, in which the Aurora team verifies and/or corrects the camera/laser configurations, performs annual maintenance, then collects data on track for comparative analysis with all other vehicles before being approved for production. “For RSA, the repeatability of opposite direction scans and one vehicle versus another vehicle scans has been well studied. Table 1 www.rtands.com

“there is no doubt in our view that automated tie and ballast assessment is going to replace the walking tie and ballast inspectors. it’s just a question of when,” shows results from a recent opposite direction analysis of the same truck. The difference in RSA measurements from one direction to another was less than 1/8 inch for all measurements and for 99 percent of the ties (on both rails) was less than 1/16 inch. Figure 1 shows that the calculated difference in opposite direction measurements almost always fall within the range of +/- 1/16 inch and fall within +/- 1/32 inch better than 82 percent of the time,” said Grissom. He continued, “When comparing multiple trucks, RSA measurements have been repeatable within 1/16 inch better than 95 percent of the time. For wood tie grading, the repeatability, on a four-scale grading system, of one vehicle versus another in the same direction is better than 90 percent. The repeatability of one vehicle versus another in opposite directions is better than 80 percent.” Grissom also said the Aurora team perfor ms regular audits to verify its grading and measurements on track alongside its customers, which produces information to make adjustments to become more accurate. “Much like ultra-sonic rail testing development in the early 90’s and the recognition of the benefits gained in

rail grinding, tie condition reporting using automated methods appears to be an integral part of railroads physical plant condition assessment for now and the future,” said Turner.

Rail Radar®

Tom Keogh, president of Rail Radar®, says the company’s Tie Inventor y and Inspection System is based on an expert, rules-based system using criteria and thresholds that can be adjusted for each job, each location and each class of track. The system can assess ballast and tie conditions, either together or separately, and utilizes a combination of optical imager y, illumination laser s and measurement lasers. Keogh notes that the system is less vulnerable to ambient conditions, such as shadow and brightness, because it does not use infrared technology. The system evaluates both wood and concrete ties and identifies potential defects including crack severity, plate cut on wood ties and rail seat abrasion on concrete ties. “We have built into the system that the railroad can establish its ow n s i t e - s p e c i f i c t i e t h r e s h o l d parameters, which means the railroad can determine what the index is that Railway Track & Structures

June 2012 53

AuTomATEd cRoSSTIE InSpEcTIon

RailRadar’s interactive viewer.

determines whether a tie is defective or not, which varies by railroad and class of track,” said Keogh. “We also collect data for fastening systems, so we can tell the railroad what the pattern is and whether the fasteners are there or not. We can also identify rail joints and our system separates between curves and tangent.” Keogh says the company has spent a lot of time developing precise positional referencing. He says that once a potential defective tie is found, it is marked by milepost, lineal distance, landmark and tie number and an online video is then given to the railroad. The railroad can take the data and load it onto a GPS device, which a field crew or contractor can use to precisely identify the tie or fastening system component that is to be replaced. According to Keogh, the system has been in development since 2005 and was put in production about three and a half years ago. Rail Radar used actual field data and input from the railroads to validate findings flagged by the technology. Ties that were identified by the system were put up against the railroad’s walking tie inspectors. Keogh says that one Class 1 railroad that has used the system for some time spends less and less time validating its results and is now using the system for tie and fastener replacement planning and rehabilitation. As far as the future of this technology goes, for Keogh, it’s primarily in the evolution of the software. “The fundamental aspects of this technology is not new, what is new is the way we are putting it together and how it works together,” said Keogh. “The data processing and recognition software and the way we do the coding are the strength of our systems and our future.” There is one more key aspect in the future of automated tie assessment and that is the approach and advancement of the railroads, notes Keogh. “There is no doubt in our view that automated tie and ballast assessment is going to replace the walking tie and ballast inspectors. It’s just a question of when,” said Keogh. “It really depends on the progressiveness of the railroad and a willingness to adopt the use of this technology.”

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AREMA NEWS Professional Development UpcoMing SeMinaRS intRodUction to pRactical Railway engineeRing June 20-22: Boston, MA July 16-18: Alexandria, VA

Message from the President

Importance of the annual conference By Robert J. Verhelle

Seminars being held in conjunction with the AREMA 2012 Annual Conference & Exposition in Chicago, IL, September 16-19:

intRodUction to pRactical Railway engineeRing September 14-16

FRa 214: Roadway woRkeR on tRack SaFety September 15

Rail BUlk teRMinal deSign September 15

enViRonMental peRMitting iSSUeS in RailRoad conStRUction pRoJectS September 16

inteRModal deSign planning September 19-20

tRack alignMent deSign September 19-21

FRa 213: tRack SaFety StandaRdS September 19-21

inteRModal deSign engineeRing September 20-21

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Robert J. Verhelle AREMA President 2011-2012 ®

The past several months, I have focused on the technical committees of AREMA, providing a brief overview of their work and recognizing the devoted leadership and their membership. These men and women are the back bone of our organization and along with the AREMA staff at headquarters, provide each of us with the materials to support us as we provide a service to our industry. Whether you are a railroad employee, supplier, contractor, educator, student or consultant, being an AREMA member provides a vast array of benefits and connections as you perform your job. The railroad depends upon its infrastructure to provide a safe and reliable means to move goods and passengers every day. Shippers want their products delivered on time and passengers are always demanding a more flexible and reliable service for their commute. The AREMA manuals, publications and connections assist the railroads and commuter operators in providing the best practices for maintenance and construction of the infrastructure. We all use these practices day-in and day-out to develop our individual practices to minimize the failure of critical infrastructure components. The maintenance windows get shorter and shorter as traffic increases and the infrastructure gets utilized to capacity. We all look for technical solutions or better equipment to maintain our critical infrastructure to support the demands placed on it by increased frequencies, heavier-axle-loads, larger locomotives and longer trains each day. We also look for the designs for new infrastructure upgrades to incorporate these practices to improve or reduce maintenance costs as we improve our facilities. Use the previous articles to familiarize yourself with the AREMA technical committees and the work they are involved in and consider reaching out to headquarters or the chairman of the committee about getting involved as a member and participating in this work. In my years as a committee member, I have found the work to be enjoyable and the professional connections very helpful in sharing and solving common problems on the railroad. Finally, as you prepare to fill out your registration for the Annual Conference and Exposition in Chicago, Ill., review the program outline and think about whom in your organization would benefit by attending and participating in the technical conference, participating in “Meet the Next Generation,” establishing a contact with the exhibitors at the exposition or attending one of the many seminars available during the week. The AREMA Conference provides a robust technical conference, combined with a massive exposition of suppliers, consultant companies and manufacturers showing their latest materials, equipment or abilities for the rail industry. Please also remember that AREMA has reached out and obtained CEU credits approved by the University of North Florida and is a recognized provider of PDH Contact Hours for attending the Conference Technical Sessions for New York, Florida and several other states, as well as a number of reciprocity states, for those needing them as part of their professional requirements annually. I look forward to seeing all of you there. Railway Track & Structures

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aReMa newS 2012 Upcoming committee Meetings June 14-15 June 19-20 June 19-20 Aug. 13-14 Sept. 6-7 Sept. 15 Sept. 15-16 Sept. 16 Sept. 16 Sept. 16 Sept. 16

Committee 24 - Education & Training Committee 10 - Structures, Maintenance & Construction Committee 9 - Seismic Design for Railway Structures Committee 1 - Roadway & Ballast Committee 8- Concrete Structures & Foundations Committee 27 - Maintenance of Way Work Equipment Committee 24 - Education & Training Committee 5 - Track Committee 6 - Buildings & Support Facilities Committee 10 - Structures, Maintenance & Construction Committee 11 - Commuter & Intercity Rail Systems

Overland Park, KS Burlington, IA Irving, CA Salt Lake City, UT Toronto, ON, Canada Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL

Sept. 16 Sept. 16 Sept. 16 Sept. 16 Sept. 16 Sept. 16 Sept 16 Sept. 18 Sept. 19-20 Sept. 20

Committee 12 - Rail Transit Committee 14 - Yards & Terminals Committee 16 - Economics of Railway Engineering & Operations Committee 17 - High-Speed Rail Systems Committee 33 - Electric Energy Utilization Team 40 - Engineering Safety Steering Team Team 41 - Track Maintenance Steering Team Committee 18 - Light Density & Short Line Railways Committee 38 - Information, Defect Detection & Energy Systems Committee 39 - Positive Train Control

Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL Chicago, IL

Fyi… Register now for the AREMA 2012 Annual Conference & Exposition, September 16-19, 2012, in Chicago, Ill. the 2012 Member-get-a-Member campaign is under way. Recruit new members today. The first, second and third place recruiters win prizes and are announced during the AREMA 2012 Annual Conference and Exposition in Chicago, Ill., September 16-19, 2012. Sponsorship opportunities for the AREMA 2012 Annual Conference & Exposition are still available. Please contact Lisa Hall at +1.301. 459.3200, ext. 705, or lhall@arema.org for a full listing of available opportunities. aReMa 2012 exposition 80% SOLD OUT. Booth sales are still available for the AREMA 2012 Exposition, but they’re going fast. Please contact Vickie Fisher at +1.301.459.3200, ext. 707, or vfisher@arema.org or visit www.arema. org for more information. aReMa’s official Facebook page Become a fan of the official AREMA Facebook Page and stay up-to-date on the most recent AREMA information. the official aReMa linkedin group Join the official AREMA LinkedIn Group b y v i s i t i n g w w w. l i n k e d i n . c o m a n d searching groups for “American Railway Engineering and Maintenance-ofWay Association.”

pUt yoUR caReeR on the Right tRack with AREMA’s Railway Careers Network. Services are free and include confidential resume posting, job search and e-mail notification when jobs match your criteria. Visit careers.arema.org.

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Getting to know BILL WHITE, III Each month, AREMA features one of our committee chairmen. We are pleased to announce that the June featured chairman is Bill White, III, chair of Committee 15 - Steel Structures. aReMa: Why did you decide to choose a career in railway engineering? white: Growing up, I lived in several towns with strong railroad presence. I graduated from high school in Roanoke, Va., which was the engineering headquarters of the old Norfolk and Western Railway and I knew several railroad families there. But I’d have to say, I didn’t really decide to pursue railway engineering, it just happened to be where the opportunity was when I got out of school. aReMa: How did you get started? white: During undergraduate school, I worked summers on a survey crew for the N&W and I enjoyed the work. After I finished graduate school, I went to work for Ralph Whitehead & Associates (now part of STV Inc.) in Charlotte, N.C. Two gentlemen there, Al Smith and Derryl Willis, had careers with the Southern Railway before leaving to join Whitehead. I learned a great deal from them. aReMa: How did you get involved in AREMA and your committee? white: Another Whitehead engineer and for mer Souther n Railway br idge eng ineer, Dave Messman, encouraged me to join Committee 15. That was in 1989 and I joined in 1990. Dave was very active on the committee himself right up until his death at 96, just a few years ago. The opportunity to actively participate in the development of AREMA guidelines is very interesting and a constant learning experience. aReMa: Outside of your job and the hard work you put into AREMA, what are your hobbies? white: I enjoy several things. I am active in community theatre in Jacksonville, Fla., I kayak on the rivers and springs in northeast Florida and I’m restoring a couple of old Triumph sports cars. Acting in a play is a pretty big time commitment, so I haven’t been in as many shows since I became chairman. I have a small part currently (the Reverend Tooker) in a production of Cat on a Hot Tin Roof. We opened April 20. aReMa: Tell us about your family. white: I’m not married, I have no children and I’m a geographic orphan. That’s how I get away with having all those hobbies. aReMa: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? white: I’m also a retired U.S. Navy Civil Engineer Corps officer. I spent time on active duty between undergraduate and graduate school and then I stayed in the Naval Reserve. I have 30 years of service. The experiences I had in the Navy definitely helped me in my civilian career and occasionally, it worked the other way, as well. In the mid ‘90s the Navy sent me to NATO headquarters in Naples, Italy, to work on railroad reconstruction plans for the former Yugoslavian countries. aReMa: What is your biggest achievement? white: There are two projects that I have been proud to be a part of. When Hurricane Katrina struck the Gulf Coast, CSX Transportation suffered serious damage to six major bridges between New Orleans and Pascagoula, Miss. The rail line runs along the coast, generally less than a mile from the beach. In many places it is only accessible from the track or by boat. We were on site the day after the hurricane, helping to assess the damage. I’ll never forget the scenes of devastation. At an I-10 overpass nearly 10 miles inland, I remember seeing a debris line, which indicated the water had been about 15 feet deep at that location. Of the six railway bridges damaged (nearly four miles of bridge), one was completely destroyed and two others had significant sections of the www.rtands.com

Bill white, iii Chair, Committee 15 - Steel Structures Senior engineer, STV/Ralph Whitehead Associates

spans washed away – at Bay St. Louis, Miss., nearly all of the more than 10,000 feet of bridge superstructure was washed off the piers by the storm surge that was reportedly 30 feet above the normal water. The restoration of all six bridges was completed in about four and half months. It was a team effort between our company, CSXT and their contractor, Scott Bridge. Rick Garro of CSXT had a clear plan for the work and did a great job of communicating with everyone right from the start. I cycled back and forth between field inspection and design. It was a terrific learning experience and very satisfying to be part of the work that restored a vital transportation link to New Orleans and the other coastal communities. I’m also proud of a job that was a little unusual for us and more management than engineering. In 1997, CSX Transportation had a grade-crossing safety project. They needed to have emergency contact and identification information at all grade crossings on the system. We won the job and I was the project manager. We had six months to do it. There were no precedents and about 22,000 grade crossings. Jim Cashwell (now retired) was the project manager for CSXT and we were a couple of busy guys. Each crossing had unique information to be posted. Between CSXT and our team, we had to come up with what information would be posted, what the format of the signs would be, how to attach the signs, a sign manufacturer, a method of distribution and then, we had to get it done. We beat the deadline by more than a month. aReMa: What advice would you give to someone who is trying to pursue a career in the railway industry? white: Find a mentor. You can’t learn this out of books. I’ve been lucky to work with some exceptional engineers in my career.

American Railway Engineering and Maintenance-of-Way Association 10003 Derekwood Lane, Suite 210, Lanham, MD 20706-4362 Phone: +1.301.459.3200 / Fax: +1.301.459.8077 www.arema.org

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aReMa newS aReMa Publications 2012 Manual for Railway Engineering© NOW AVAILABLE NEW CHAPTER 10 - Structures, Maintenance and Construction. There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering. The chapters are grouped into four general categories, each in a separate volume: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. The Manual’s available in four-volume looseleaf format, CD-ROM, revision set (looseleaf only) and individual chapters (looseleaf format only).

AREMA Bridge Inspection Handbook© The AREMA Bridge Inspection Handbook provides a comprehensive source of information and criteria for bridge inspections for engineers engaged in the assessment of railway bridges. This handbook is published as a guide to establishing policies and practices relative to bridge inspection. It covers such topics as confined spaces, site conditions, loads & forces, nomenclature, bridge decks, timber, concrete & steel bridges, movable bridges, tunnel and culvert inspections, and emergency & post-earthquake inspections. Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book. To order any of the AREMA publications, please log on to www.arema.org or contact Beth Caruso at +1.301.459.3200, ext. 701, or bcaruso@arema.org. 58 Railway Track & Structures

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2012 Communications & Signals Manual of Recommended Practices© The Communications & Signals Manual is a manual of recommended practices written by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication released every October.

Practical Guide to Railway Engineering© This guide provides a comprehensive overview and understanding of the railway system. Whether you are new to the rail industry or a longtime contributor wanting to learn more, this bound book and CD-ROM offer in-depth coverage of railway fundamentals and serve as an excellent reference. (Also available in a CD-ROM version only.)

Portfolio of Trackwork Plans© New Edition June 2012. The Portfolio of Trackwork Plans consists of plans and specifications that relate to the design, details, materials and workmanship for switches, frogs, turnouts and crossovers, crossings, rails and other special trackwork. This is a companion volume to the Manual for Railway Engineering.

2012 aReMa edUcational FoUndation ScholaRShip winneRS annoUnceMent AREMA would like to congratulate the 2012 scholarship winners. AREMA has awarded 34 scholarships totaling $62,000. Please see the next page for a full listing of scholarship winners, the school they attend and the scholarship they received. A special thank you to Charley Chambers and the Scholarship Review Committee for all of their hard work and dedication reviewing the outstanding AREMA Educational Foundation Scholarship applications. If you are interested in making a taxdeductible donation to the AREMA Educational Foundation, please visit www.aremafoundation.org.

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60 Railway Track & Structures

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CALENDAR JUNE 10-13. 106th ARDA Annual Meeting. Lake Buena Vista, Fla. Contact: Ron Skinner. Phone: 785-393-8191. E-mail: arda@bartwest.com. Website: www.amraildev.com/ events/2012ardaannualmeeting.aspx. 11-13. National Coal Transportation Association Operations & Maintenance Conference. Hershey Lodge. Hershey, Pa. E-mail: tom@nationalcoaltransportation.org. Website: www.nationalcoaltransportation.org. JULY 10-13. UIC Highspeed 2012 (8th World Congress on High-Speed Rail). Pennsylvania Convention Center. Philadelphia, Pa. Website: www.uic-highspeed2012.com. AUGUST 7-9. RTA Tie Grading Seminar. Denver Renaissance. Denver, Colo. Phone: 770-460-5553. Fax: 770-460-5573. E-mail: ties@rta.org. Website: www.rta.org.

16-17. 2012 Railroad Environmental Conference. University of Illinois at Urbana-Champaign. Urbana, Ill. Phone: 217-244-7158. Website: http://ict.uiuc.edu/railroad/ RREC/overview.php. 23-25. Railway Tie Association 94th Annual Symposium and Technical Conference. Tampa Marriott Waterside and Marina. Tampa, Fla. Contact: Debbie Corallo. Phone: 770460-5553. E-mail: dcorallo@rta.org. Website: www.rta.org. NOVEMBER 11-13. ASLRRA Southern Region Meeting. Renaissance Ross Bridge Resort. Birmingham, Ala. Phone: 202-628-4500. Website: www.aslrra.org. JANUARY 2013 9-12. 2013 NRC Annual Conference & Exposition. Loews Miami Beach Hotel. Miami Beach, Fla. Phone: 202-7152919. E-mail: info@nrcma.org. Website: www.nrcma.org.

SEPTEMBER 8-11. ASLRRA Central Pacific Region Meeting. The Depot Renaissance. Minneapolis, Minn. Phone: 202-628-4500. Website: www.aslrra.org.

13-17. Transportation Research Board 92nd Annual Meeting. Marriott Wardman Park, Omni Shoreham and Washington Hilton. Washington, D.C. Phone: 202334-3504. Website: www.trb.org/AnnualMeeting2013/ AnnualMeeting2013.aspx.

16-19. AREMA Annual Conference & Exposition. Hilton Chicago. Chicago, Ill. Contact: Vickie Fisher. E-mail: vfisher@arema.org. Website: www.arema.org.

SEPTEMBER 2013 29-OcT. 2. Railway Interchange 2013. Indianapolis, Ind. Website: www.railwayinterchange.org.

18-21. InnoTrans 2012. Messe Berlin Convention Center. Berlin, Germany. Phone: 732-933-1118. E-mail: mjbalve@ globaltradeshow.com. Website: www.innotrans.com. 22-25. RSI/CMA 2012. Sheraton Chicago Hotel & Towers. Chicago, Ill. Contact: Amanda Patrick. Phone: 202-347-4664. E-mail: patrick@rsiweb.org. Website: www. rsiweb.org. 30-OcT. 3. APTA Annual Meeting. Sheraton Hotel and Towers, Washington State Convention and Trade Center. Seattle, Wash. Contact: Anitha Atkins. Phone: 202-4964839. E-mail: aatkins@apta.com. OcTOBER 3-4. Southwest Association of Rail Shippers Conference. The Woodlands Waterway Marriott Hotel. The Woodlands, Texas. Contact: Jack Dail. Phone: 425818-8240. Fax: 425-358-5035. E-mail: jdailconsulting@ comcast.net. Website: www.railshippers.com/ regional/southwest. 10-11. Railway Age Passenger Trains on Freight Railroads. Washington Marriott. Washington, D.C. Contact: Jane Poterala. Phone: 212-620-7209. E-mail: jpoterala@sbpub. com. Website: www.railwayage.com. 13-16. ASLRRA Eastern Region Meeting. Hilton Scranton and Radisson Lackawanna Station. Scranton, Pa. Phone: 202-628-4500. Website: www.aslrra.org.

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PRODUCTS

Welding helmets Miller Electric Mfg. Co., introduced its redesigned Arc Armor® Titanium Series™ welding helmets for heavy-use/ high-amperage applications. New features include Miller-

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exclusive InfoTrack™ technology that allows the operator to track arc-on time and provides a digital clock with the ability to set alarms and timers. The headgear has been said to improve comfort and adjustability and has been tested to withstand extreme use. The external grind button featured on the Titanium 7300™ and Titanium 9400™ allows welders to switch to grind mode without ever lifting their helmets and minimizes exposure to environmental hazards. Digital controls with larger displays and intuitive design allow the welder to adjust modes, shade levels, delay and sensitivity. InfoTrack technology stores “arc-on” time in the helmet so an operator knows how much time they have spent welding over a given period of time, information they can then use to calculate efficiency and productivity. The series also includes a digital clock with a timer and alarm. The headgear conforms to any head shape and offers flexibility with six points of adjustment. The integrated comfort cushion mounted on the back ensures a secure fit. The Titanium Series is built upon a shell design that is lightweight for extended wear, provides skin coverage, reflects radiant heat and features a quick-release front cover lens to reduce welder downtime. All three auto-darkening models (9400, 9400i and 7300) feature Auto-On/Auto-Off, grind mode, independent arc sensors, low-amperage TIG performance, a magnifying lens holder and meet ANSI Z87.1-2003 standards. Phone: 800-426-4553.

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Eco-safe heating gear Railmark Holdings Inc. released its RAILheatâ&#x201E;˘ products, which utilize a Far Infrared technology that the company says is safer for the environment and energy efficient. Railmark now offers heating panels for crossing gate mechanism boxes; heating panels for maintaining heat on locomotives and other equipment; heating wraps for pipes and water tanks in passenger cars and locomotives; heating for locomotive seats; and passenger car electric heating systems. RAILheat products are lightweight, utilize 95 percent of its energy source for heat conversion, have a 50,000-hour operational life and are safer for the environment because they do not contain metal, do not put off any emissions or sound and use power more efficiently. The company believes that this technology will prevent failures in crossing gates due to freezing weather. RAILheat products are available in 24 Volt DC and 110, 240 and 480 Volt AC with varying wattages. Phone: 248-960-9440.

Safety eyewear Honeywell Safety Products launched Uvex Bayonet safety eyewear, which combines protection with comfortable, sportinspired styling. The company says the design provides substantial coverage and unobstructed vision for impact protection and performance. It also features proprietary Uvex lens tints for versatility and Supra-Dura lens coating for longer service life. Available in seven lens tints: clear, gray, amber, silver mirror, SCT-Reflect 50, SCT-Gray and SCT-Low IR. Uvex Bayonet is suited for use in nearly any lighting application. Like all Uvex lenses, those found in Uvex Bayonet offer 99.9 percent protection from ultraviolet light. Phone: 800-430-5490. www.rtands.com

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Ad Index Company

Phone #

A&K Railroad Materials, Inc. Aldon Company, Inc. AREMA Marketing Department Century Group Inc. Dixie PreCast GENSCO America, Inc. Georgetown Rail Equipment Co. Global Rail Systems, Inc. Harsco Rail Herzog Railroad Services, Inc. HiRAIL Corporation Hougen Manufacturing, Inc. Irwin Transportation Products L.B. Foster Co. - Friction Management Lewis Bolt & Nut Co. Loram Maintenance of Way, Inc. New York Air Brake Omega Industries, Inc. OMNI Products, Inc. Progress Rail Services/Signals Division PortaCo, Inc. RAILCET Rail Construction Equipment Co. Railway Educational Bureau, The SnakeTray速 Transpo速 Industries, Inc. UIC Highspeed 2012 V & H Inc., Trucks Vossloh Western-Cullen-Hayes, Inc.

Fax#

800-453-8812 847-623-8800 301-459-3200 800-527-5232 ext.118 770-94401930 416-465-7521 512-869-1542 ext.228 866-883-2213 803-822-7551 816-233-9002 800-274-7245 866-245-3745 724-864-8900 412-928-3506 800-328-3480 763-478-6014 607-257-7000 360-694-3221 815-344-3100 800-476-8769 218-236-0223 866-724-5238 866-472-4570 402-346-4300 631-674-0004 914-636-1000 00 31 30 698 1800 913-780-6526 00-49-239-252-273 773-254-9600

801-972-2041 847-623-6139 301-459-8077 800-887-2153 770-944-9136 416-465-4489 512-863-0405 803-822-7521 816-233-7757 319-455-2914 800-309-3299 724-864-0803 412-928-3512 952-449-9607 763-478-2221 607-257-2389 360-694-3882 815-344-5086 256-593-1249 218-233-5281 217-522-6588 630-355-7173 402-346-1783 631-674-0010 914-636-1282 913-780-0045 00-49-239-252-274 773-254-1110

e-mail address

Page #

jjensen@akrailroad.com e-rail@aldonco.com marketing@arema.org railroad@centurygrp.com fbrown142@aol.com info@genscoequip.com karen@georgetownrail.com sales@globalrailsystems.com mteeter@harsco.com tfrancis@hrsi.com info@hirail.com info@trak-star.com bspringer@irwincar.com glippard@lbfosterco.com dbarry@lewisbolt.com sales@loram.com paula@onlinesms.com omegaxings@aol.com bcigrang@omnirail.com info@progressrail.com info@portaco.com grif1020@yahoo.com dennishanke@rcequip.com bbrundige@sb-reb.com molly@snaketray.com info@transpo.com mwassenaar@uic-highspeed2012.com b.boehm@vhtrucks.com claudia.brandt@vc.vossloh.com cp@wch.com

Cover 4 7 Cover 3 26 61 11 51 23 45 15 9 48 24 5 27 Cover 2 3 25 39 22 8 6 20 13, 54, 63 11 26 62 10 49 8

Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue. The Advertisers Index is an editorial feature maintained for the convenience of readers. It is not part of the advertiser contract and RTS assumes no responsibility for the correctness.

Advertising Sales gEnERAL SALES OFFICE Jonathan Chalon Publisher (212) 620-7224 345 Hudson St. Fax: (212) 620-7224 new York, nY 10014 jchalon@sbpub.com AL, AR, In, KY, LA, MI, MS, OH, OK, Tn, TX George Sokulski Associate Publisher (312) 683-5025 20 South Clark Street Fax: (312) 683-0131 Ste. 2450 Chicago, IL 60603 gsokulski@sbpub.com CT, DE, DC, FL, gA, ME, MD, MA, nH, nJ, nY, nC, PA, RI, SC, VT, VA, WV, Canada - Quebec and East, Ontario Mark Connolly (212) 620-7260 345 Hudson St. Fax: (212) 633-1863 new York, nY 10014 mconnolly@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 (312) 683-5026 20 South Clark Street Fax: (312) 683-0131 Ste. 2450 Chicago, IL 60603 hdisabato@sbpub.com Responsible for advertisement sales in all parts of the world, except Italy, Italianspeaking Switzerland, Japan, and north America. See the contacts Donna Edwards Suite K5 & K6 The Priory +44-1444-416368 Syresham gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom de@railjournal.co.uk

Australia, Czech Republic, Hong Kong, India, Korea, Middle East, netherlands, new Zealand, Russia, Scandinavia, South Africa, South America, Spain, Worldwide Recruitment Steven Barnes Suite K5 &K6 The Priory +44-1444-416368 Syresham gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom sales@railjournal.co.uk

Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amkatsu@dream.com Classified, Professional & Employment Craig Wilson (212) 620-7211 345 Hudson St. Fax: (212) 633-1325 new York, nY 10014 cwilson@sbpub.com

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

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Professional Directory

WEED & BRUSH SPRAYING Specialized fleet of computer operated sprayers

Tree Trimming/Brush Cutting

Line Clearance-Hazardous Trees-Whole tree chipping

POLE LINE REMOVAL

A variety of on/off track removal equipment

ProDucts anD services

Road Crossing Site Safety Maintenance

Contact: Diane Stackhouse FOR SHIPPERS: Phone: 845-565-7210 ext.11 Current services include distribution, crossdock, and side-track leasing dianes@raystransportation.com (or) Storage: four roofed areas with a total of 32,000SF, plus 10,000SF enclosed. diane@eastcoastrailroadservices.com

Cross-dock: CSXT service for all car types, 286,000 pounds. Up to 20 car spots. Trackmobile switching. FOR RAILROADS: Distribution: Flat-bed services within a 300-mile radius by affiliate Ray’s Current services include distribution, tieude distribution,Transportation, crossInc. plating, & recycling leasing Side-tracking leasing: Up to 20 car spots.

Re-cut & Herbicide Programs 800.822.9246 www.merciers.com

MERcIER’S

neW & useD eQuiPMent

Located 60 miles north of New York City. Remov al, reuse, and disposal of track materials. eas with a total of FOR RAILROADS: SF enclosed. Current services include distribution, tieplating, & recycling New track materials warehoused, repackaged, Removal, reuse, and palletized, disposal of track ice for all car ty pes, and delivmaterials. ered. New Track materials warehoused, repackaged, palletized, and delivered. o 20 car spots. Trackmobile Pre-plating of ties, and lease of proprietary tieplating machine.tiePre-plating of ties, and lease of proprietary plating machine. Location info on Shipcsx.com erv ices within a 300-mile CSX-served at Ray’s Transportation, 55 Windsor Highway (RT.32), New Windsor, NY. Location info on Shipcsx .com Transportation, Inc. Contact: Diane Stackhouse CSX-serv ed at Ray ’s Transportation, 55 W indsor Phone: Highway845-565-7210 (Rt.32), New Wext.11 indsor, NY. o 20 car spots.

BALLAST REGULATOR PLOW BLADES INCREASED WEAR LIFE!

dianes@raystransportation.com

716-892-8434

of New York City .

WWW.UPSTATESTEEL.COM

enio Driv e, New W indsor, NY 12553

neW & useD eQuiPMent BROWN RAIL • ROAD EQUIPMENT, INC. (yard) (office)

5530 Dial Dr.,Granite City, IL 62040 4 Amersham Court, Glen Carbon, IL 62034 Phone: 618.797.5484 • Fax: 618-797-6076 e-mail: brownrr@charter.net web site: www.brownrr.com

QTY 1 1 1 2 2 1 8 2 1 1 4 2 170

MAKE Obear Nordberg Nordberg Geismar Cannon Racine Nordberg Racine Racine Safetran Geismar Shop Fairmont

DESCRIPTION Rail Saw Tie Spacer Spike Driver-Dual E Clip Applicator Undercutter Anchor Applicator Tie Drill-Dual Anchor Tite-Dual Rail Vibrator-Dual Bolt Machine Truck Jacks Rail Pullers Motor Cars

ENGINE Diesel Diesel Diesel Gas Diesel Diesel Gas Diesel Diesel Gas Diesel Gas Gas

MODEL 26 TS B AP21 G04 AF KT DAT DTV C PUM D All

PRICE Lease Lease $4,500 $6,750 $38,500 $11,500 $8,500 $19,250 $24,500 $6,500 $35,000 $6,500 $2,500+

eMPloyMent MKIV Production Tamper Operator Premiere railroad construction contractor is looking to add an experienced MKIV Tamper Operator to its expanding employee base. Must be able to travel and have a valid license. Military veterans encouraged to apply. Field Mechanic Premiere railroad construction contractor is looking to add an experienced Field Mechanic to its expanding employee base. Must be able to travel and have a valid license; CDL class B or A preferred. Military veterans encouraged to apply. Please send resumes in confidence to railgroup@sbpub.com

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Railway Track & Structures

June 2012 65

neW &â&#x20AC;&#x2C6;useD eQuiPMent Some things never change. Quality, Service, and Dependability. Since 1910.

The Strength To Deliver

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ARF Ltd.

Electrical troubleshooting and parts For Mark I, II, III tampers P.O. Box 224 Humboldt, IL 61931 Phone 217-856-3540 Fax 217-856-2193

66 Railway Track & Structures

June 2012

RT&S Classified Section Craig Wilson 212-620-7211 cwilson@sbpub.com s r

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neW & useD eQuiPMent

NELSON SERVICES, INC.

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO TAMPERS 6700S Switch & Production Tampers – 2010, 2009 & 2008 3300 Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2008 - 2006 2400 Tampers w/Raise & Line, 900 Tampers w/Jacks TIE INSERTERS/EXTRACTORS Nordco Tripps – 2008 & 2007 TR-10s & TKOs 925 S/Ss and Standards KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES & PLATE BROOMS KBR-850, 875, 925 Ballast Regulators & Snow Fighters – 2009 & 2008 KTC-1200 Tie Cranes – 2008, 2007 & 2006 KKA-1000s Kribber/Adzers – 2009, 2008 & 2007 KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Models E & F Anchor Machines Models CX & S/S Spikers – 2008, 2007 & 2006 Model SP2R Dual Grabbers – 2008, 2007 & 2006 RACINE DUAL ANCHOR SPREADERS, SQUEEZERS, TPIs, DUAL CLIP APPLICATORS, OTM RECLAIMERS AND ANCHOR APPLICATORS HI-RAIL CRANES & SPEEDSWINGS Pettibone Model 445E Speedswings w/Multiple Attachments Geismar 360 Hi-Rail Excavators with Cold Air Blowers Badger 30 Ton Cranes HI-RAIL ROTARY DUMPS, GRAPPLE TRUCKS & EXCAVATORS Gradall XL3300 Series III w/Digging Buckets & Brush Cutter - 2008 Badger 1085R with Brush Cutter and Ditch Cleaning Bucket Nordco_Rebuild_Update8_11.qxd

SERVICE

8/25/11

9:11 AM

22615 120th Ave., Thief River Falls, MN 56701 Call Mike 218-686-7376 • Fax 218-681-7111 Email nelsonservices@wiktel.com 5 kershaw tie cranes ...................................................lease/sale 4 fairmont spikers ........................................................lease/sale Caboose Office .................................................................... sale 1 burro model 40 w/magnet ........................................lease/sale 3 kershaw 26 side entry regulators .............................lease/sale 2 kershaw scarifers ....................................................lease/sale Box Car Office .............................................................lease/sale 1 teleweld 32 burner rail htr self propelled with vibrator 1 tr 10 tie inserter/remover wide cab .................................... sale 1 2002 sterling Rotary dump truck with hy-rails & grapple ........................................................................lease/sale 2 1995 ford rotary dump trucks with hy-rails & grapple 1995 white Volvo grapple truck w/hyrails & apprentice 120c grapple ........................................................................lease/sale 1 2001 freightliner 4 dr crew truck w/crane & hyrails 2 pettibone 441 B speedswings with tote hook Check out other equipment for lease or sale at our website www.nelsonservices.com Excellent Financing Available on All Units!

Page 1

FROM

THE

GROUND

™

Rebuilt 6700 Workheads

Rebuilt Tamper Workheads

HST Hydraulic Switch Tamper

Quality Rebuilt MOW Machines, Expert Repair. Nordco, the leading designer and manufacturer of Maintenance-of-Way Machines, will rebuild your existing machine from the frame up, delivering like-new equipment. Rebuilt machines include: • CX Hammer • Grabber •Super Claw • Auto-Lift • Anchor Applicator • Snow Fighters • Regulators • TRIPP • Rail Cranes • Tampers. Nordco also offers rebuilt workhead assemblies, running repairs and an entire fleet of MOW equipment for sale or rental.

www.nordco.com Oak Creek, Wisconsin • Arcola, Illinois

Call 217-268-4823 today for more information. J.E.R. Overhaul is now Nordco www.rtands.com

Railway Track & Structures

June 2012 67

CHICAGO PERSPECTIVE

Not quite the end of the line To all my faithful readers, this will be the last monthly installment of “Chicago Perspective.” I thank you for giving me a platform for 13 years where my thoughts, opinions, theories and assessments of the industry have been allowed to flourish. This is not good-bye or even full retirement. This is just the next step in an evolving career. I reserve the option to write the occasional commentary on industry happenings and, while not as active in the month-to-month publication of this magazine, I will remain deeply involved in the industry. In my new position as associate publisher emeritus, I will be working on special projects and will be in attendance at all the industry tradeshows, serving as an ambassador for Railway Age, Railway Track & Str uctures and Inter national Railway Journal. I will continue to fill a role that I truly enjoy as a member of the various industry boards including REMSA, NRC, Western Railway Club and the MARTSCoordinated Mechanical Group. When my career does reach it’s terminus, it’s the people in this industry who I will miss most of all, especially those who volunteer and serve with the associations. There is something quite gratifying about being able to sit with people who have different points of view representing the various industry fields and all work toward one goal: strengthening the industry. Say what you will about death and taxes, I am positive I could have continued on with my current load of professional responsibilities forever. But, as we all know, timing is everything. And that’s the funny thing about time, as one ages (gracefully), you realize you do want to spend more time with family and, from a professional standpoint, it is time for newer folks to come on board. Hopefully,

68 Railway Track & Structures

June 2012

they come with fresh ideas and fresh ways of approaching situations and the industry. Maintenance-of-way ser ved as my entrance into an accidental railroading career that has gone on for decades. I went from the Army to getting married then back to school to needing a job and having the extreme good fortune of landing at Tamper (now Harsco Track Technologies). During my career, I’ve learned some valuable lessons. The first is an oftenoverlooked skill: listen and do this first before talking. I always had tremendous respect for the mechanics and anyone else responsible for keeping machines and equipment working day-in and dayout. If hydraulic fluid was involved, these guys knew how to fix every hose, pump and manifold. When I would be out on railroad property, observing one of our test machines and trying to figure out how to make this piece of equipment run better, I would find a mechanic on either side of me saying, “You really wanna know what’s wrong with that machine?” I was smart enough to listen. Listening leads to respect and respect can develop into trust. And once someone has trust in you, always be reliable, do what you say you’re going to do and never invent a story, just tell it like it is. I know the industry can be daunting for a newcomer, but there are plenty of people who will give you the benefit of the doubt, show you the ropes and guide you through situations. If you show an interest in learning, there are people willing to teach. To s u m m a r i z e 4 0 - p l u s ye a r s o f learning, make sure you meet everyone you can, listen and learn from their experiences and be prepared for a wild ride because it’s worth it. by George S. Sokulski, Associate Publisher