RT&S July 2017

July 2017 | www.rtands.com

Fortifying special trackwork PLUS Fastening systems CP’s Belle Plaine Sub buildout

and also AREMA News p.33

Contents July 2017

News

4

Features

18

Industry Today 4 Supplier News 11 People

Fastening systems Suppliers continue their focus on developing resilient fastening systems to mitigate track movement.

24

Long live special trackwork Manufacturers of special trackwork components are aiming to make products that are easier to maintain and come with a longer service life.

Columns

30

CP’s new rail line Canadian Pacific is betting a new subdivision built to serve a potash mine in Saskatchewan will not only expand its network, but business opportunities, as well.

atlantic track & turnout co.

Pandrol North America

RAILWAY TRACK AND STRUCTURES

18 Departments 14 TTCI R&D 33 Arema News 39 Products 40 Calendar 41 Advertisers Index

24

A diamond from Progress Rail.

Story on page 24

3

On Track You’ve got mail and a connection

41 Sales Representatives 42 Classified Advertising 44 Professional Directory

12

NRC Chairman’s Column Hot in the field, hot in D.C.

LIKE US on Facebook

www.rtands.com

canadian pacific

FOLLOW US on Twitter

30

Railway Track & Structures

July 2017 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 113, No. 7 Print ISSN # 0033-9016, Digital ISSN # 2160-2514 EDITORIAL OFFICES 20 South Clark Street, Suite 1910 Chicago, Ill. 60603 Telephone (312) 683-0130 Fax (312) 683-0131 Website www.rtands.com Mischa Wanek-Libman/Editor, mischa@sbpub.com Maggie Lancaster/Assistant Editor, mlancaster@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204564; Agreement #40612608; IMEX P.O. Box 25542, London, ON N6C 6B2, Canada) is published monthly by Simmons-Boardman Publ.

Corp, 55 Broad St. 26th Floor, New York, NY 10004.

Printed in the U.S.A. Periodicals postage paid at New York, NY, and additional mailing offices.

Pricing: Qualified individual and railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/ Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea.

Subscriptions must be paid for in U.S. funds only.

COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195.

For subscriptions and address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@omeda.com or write to: Railway Track & Structures, Simmons-Boardman Publ.

Corp, P.O. Box 3135, Northbrook, IL 60062-3135.

POSTMASTER: Send address changes to Railway Track & Structures, P.O. Box 3135, Northbrook, IL 60062-3135.

www.rtands.com

You’ve got mail and a connection

Y

ou may have missed an important anniversary at the end of June or perhaps you celebrated without even realizing it by sending an e-mail or checking a text: the iPhone turned 10. A decade ago, those of us who were not already using Blackberrys, were launched into a much more connected world where our music, computer and just about any type of app one could dream up could be found on a single device.

We at RT&S devote a lot of our editorial space to advancing technology; always asking companies what they are working on and trying to stay abreast of what’s coming down the road as far as new products or new enhancements to existing ones.

However, sometimes, it’s good to take a step back and revisit “old” ways of doing things. I had a reminder of this during the past month when I received a first-class letter from Joe Ornig of the Aldon Company. I rarely receive non-holiday related mail that isn’t some sort of solicitation or bill so, even before opening it, the letter had my attention. The letter was polite, to the point, contained an informative company newsletter, as well as a request, which I promptly answered (with an e-mail). But I did mention to Joe in my response that I was excited to receive actual correspondence and expected that to be the end.

Ten days later, I received another letter from Joe commenting on my delight in receiving mail.

He wrote, “I have a theory that the more electronic media swamps people’s attention, the more blurred the individual message. There is a numbing effect when you get too many e-mail messages.”

He went on to explain that the Aldon Company has an impressive track record of collecting past due accounts by simply sending a letter.

He continued, “Call it a curiosity but it works...The impact of printed

material may actually grow in the future, in much the same way that the use of radios continues to hold its own against television and the internet.”

As someone who makes a living through the printed word, I hope you’re correct, Joe. It’s funny that something as traditional as a letter can seem forward thinking in that it forges a personal connection that is often lost through e-mail.

Another example could be found at Railway Age’s annual Rail Insights Conference, which was held June 7-8 in Chicago. One of our panels consisted of shortline executives including Brian Miller, president of R. J. Corman Railroad Company, Peter A. Gilbertson, president and CEO of Anacostia Rail Holdings Co., and Pete Claussen, founder and chairman of Gulf & Ohio Railways / Knoxville Locomotive Works. These gentlemen all hit on a single theme at one point during their hour-plus discussion: Shor tline success is a relationship story.

Each had a story of how business grew by simply meeting with a potential customer and asking, “what do you need” and “have you ever considered rail?” Pretty simple stuff.

Advancements will come whether we are ready for them or not. In theory, they should make life easier, but there should also be a place for more personal and unplugged aconnections that occur outside of a trade show and away from a screen or inbox.

One last note on my exchange with Joe Ornig: His first letter was addressed to “Ms. Wanek-Libman,” in the second, he addressed the letter to “Dear Friend.”

Mischa Wanek-Libman, Editor

Railway Track & Structures

July 2017 3

INDUSTRY TODAY FRA, FTA award $197 million in grants for Positive Train Control installation on passenger rail systems The Federal Railroad Administration (FRA) and Federal Transit Administration (FTA) awarded $197 million in grants in early June to help commuter and intercity passenger railroads implement Positive Train Control (PTC) by Dec. 31, 2018.

The grants are authorized under the Fixing America’s Surface Transportation (FAST) Act and will be provided to 17 projects in 13 states. FRA and FTA said 27 eligible applications were received, requesting a total of $455 million, more than double the congressional authorization amount.

The FRA was responsible for the selection of the grant recipients and the FTA will award and administer the grants during Fiscal Year 2017.

“The number of passengers depending on rail has increased dramatically, which means PTC is needed now more than ever,” said Patrick Warren, FRA executive director. “This funding will get us closer to PTC implementation on some of the most significant railroads in the country that transport several million passengers to and from work every day.”

“Millions of people rely on our nation’s commuter railroads and Positive Train Control will help ensure safe and reliable service,” said FTA Executive Director Matthew Welbes.

“Today’s announcement means that commuter railroads can move forward with the implementation of an important rail safety feature.”

Grants will be awarded in the amounts stated below to the following commuter railroads and state and regional transportation entities: • $33.75 million to the New York State Department of Transportation

• $31.63 million to South Florida Regional Transportation Authority • $21.68 million to the Peninsula Corridor Joint Powers Board (for Caltrain) • $20.2 million to Regional Transportation Authority (Metra) • $18.87 million to the Illinois Department of Transportation • $12.02 million to the Missouri Department of Transportation • $10 million to New Jersey Transit Corporation • $9.76 million to Capital Metropolitan Transportation Authority • $9.44 million to Maryland Transit Administration • $7.82 million to Massachusetts Bay Transportation Authority • $5.8 million to Southeastern Pennsylvania Transportation Authority • $3.6 million to Rio Metro Regional Transit District • $3.52 million to Utah Transit Authority • $3.2 million to Southern California Regional Rail Authority • $2.7 million to Tri-County Metropolitan Transportation District of Oregon • $1.84 million to the Florida Department of Transportation • $1.2 million to the Oregon Department of Transportation FRA and FTA say the grants under this program will be used to install PTC technology, including back office systems and wayside, communications and onboard hardware equipment associated with railroads’ PTC systems.

ASLRRA grants more than 300 Jake Awards for safety More than 300 shortline and regional railroads earned Jake Awards from the American Short Line and Regional Railroad Association (ASLRRA) for their safety performance in 2016.

ASLRRA explains that to be honored with a Jake Award, an ASLRRA member railroad must perform better than the Class 2 and 3 industry average injury frequency rate as reported by the Federal Railroad Administration (FRA) during the prior year.

Of the 308 Jake Award recipients, 272 railroads will be honored with a Jake with Distinction designation, recognizing their FRA reportable injury-free performance in 2016. The awards will be presented at each of ASLRRA’s regional meetings this fall.

“Our shortline members place a high premium on running safe operations. The Jake Awards recognize the significant number of our member railroads who perform better than industry average with respect to injury frequency –

4 Railway Track & Structures

July 2017

with nearly 90 percent of our Jake Award recipients performing injury-free on an annual basis,” said Linda Bauer Darr, president of ASLRRA. “The Short Line Safety Institute is assisting in these efforts by addressing not only the compliance aspect of safety, but the people side of safety, or safety culture, working to continuously improve the safety record of the shortline industry.”

In addition, six member railroads in each of ASLRRA’s four regions will be honored with the President’s Award for the best safety performance based on operation man-hours in 2016.

The Jake Awards are named for Lowell S. “Jake” Jacobson, the president and chief operating officer of the Copper Basin Railway (CBRY). In 1999, the ASLRRA Safety Committee adopted the Jake Awards, and since then, has continued Jacobson’s legacy of rewarding and drawing attention to the high safety standards of the small railroad industry.

www.rtands.com

INDUSTRY TODAY Canadian government pledges more than CA$2 billion to transit projects The government of Canada rolled out a string of financial commitments to the country’s planned transit projects in June. Pledging to fund CA$2.18 billion (US$1.6 billion) to five rail transit projects.

Toronto’s planned Relief Line, a proposal to alleviate overcrowding on the Yonge Subway Line, considered the backbone of the Toronto’s transit system, received a federal funding commitment of CA$27 million (US$19.54 million).

Toronto Transit Commission’s planned extension of the Yonge Subway north to the York Region received a CA$36-million (US$27.18 million) infusion from the government of Canada to advance planning preliminary engineering. The 7.4-km (4.6-mile) extension would provide a “missing link” in Toronto’s rapid transit network by connecting Finch Station to Highway 7. The extension would include five stations and will take approximately 10 years to complete.

The planned Finch West Light Rail Transit project, which will construct 6.8 miles of

www.rtands.com

Supplier News

rail line along Finch Ave., in Toronto, ON, secured a CA$333-million (US$251.4-million) federal funding commitment under the Building Canada Fund.

Ottawa’s expansion of its light-rail system received a CA$1.09-billion (US$825million) funding commitment and it will be applied toward total eligible costs to Stage 2 through the government’s long-term plan, Investing in Canada. This is in addition to the more than CA$67 million (US$50.7 million) the federal government committed to Stage 2 through the first phase of the Public Transit Infrastructure Fund in 2016.

Stage 2 will see an additional 38.8 km (24.1 miles) of rail and 23 new stations added to Stage 1 of the light-rail transit system currently under construction.

Finally, Canada will contribute CA$1.28 billion (US$960 million) towards the CA$6.04 billion (US$4.56 billion) cost of constructing Montreal’s Metropolitan Electric Network.

The project will build a 41.6-mile automated light metro network in Quebec.

New York City Transit issued a Letter of Intent to award a Purchase Order to Duos

Technologies Group, Inc., to

provide a turnkey system as part of a comprehensive pilot program to test and evaluate new technologies that provide a warning when people or objects enter onto NYC Transit system’s tracks.

Los Angeles County Metropolitan Transportation Authority selected ICF for a contract to provide on-call environmental

Railway Track & Structures

July 2017 5

INDUSTRY TODAY Union Pacific outlines $206.7 million capital spending across eight states

Union Pacific unveiled details about its planned spending in eight states. The total investment by the Class 1 reaches $206.7 million.

Iowa will see the largest investment of the recent released state plans with $68 million being spent, which includes $55 million for track maintenance and $10 million for bridges.

A total of $36 million will be spent in Colorado, which includes $33 million for track maintenance and $1 million for bridge maintenance. Union Pacific will also replace more than 65,000 crossties in the state and install more than

6 Railway Track & Structures

July 2017

28,000 tons of ballast.

Idaho will receive $34.1 million in work in 2017 including $30.2 million to maintain track and $2.1 million to maintain bridges.

UP plans to spend $24 million in Arizona with $21 million allotted for track maintenance and $2 million going toward bridge maintenance. Additionally, UP will replace more than 88,000 crossties, as well as install 28 miles of concrete crossties and tie pads.

The railroad’s infrastructure in New Mexico will see $23 million worth of work, which includes replacing nearly 127,000 crossties and more than 58,000 tons of ballast.

In Minnesota, the Class 1 plans to spend $14 million, which includes track, signal and bridge projects. The railroad will replace 76,064 crossties and install 50,661 tons of ballast.

The infrastructure in Washington state will see $5.1 million worth of work with the majority of that figure, $3.5 million, going toward track maintenance.

UP’s Wisconsin plan includes $2.5 million, the bulk of which will go toward bridge maintenance projects. The railroad plans to install a new bridge near Lowell and replace another bridge near the village of Wilson.

All of the state plans outlined are part of UP’s $3.1 billion 2017 capital program.

www.rtands.com

INDUSTRY TODAY Port of Vancouver USA close to wrapping up decade-long rail program The Port of Vancouver USA has begun work on the final two projects in its decade-long initiative to bolster growth by investing in freight rail infrastructure. The $250-million West Vancouver Freight Access (WVFA) project consists of 21 individual projects to improve freight rail movement through the port and along BNSF and Union Pacific mainlines connecting the Pacific Northwest to major rail hubs in Chicago and Houston and from Canada to Mexico. WVFA is slated to be complete by early 2018.

One of the final projects is the Kinder Morgan bulk unloading facility, also known as Project 7. The project demolishes Kinder Morgan’s existing facility and builds a larger facility in a new location, with a new conveyor system connecting to the existing storage building. Constructing Kinder Morgan’s bulk unloading facility in a new location allows the port to add more tracks to its rail corridor, including the pieces necessary to complete the next project in the WVFA series.

Kinder Morgan’s new, larger facility will

www.rtands.com

allow the company to unload its products in a covered, enclosed area, which helps minimize dust from copper and other minerals during the transfer process. Project 7 is scheduled for completion late this year.

The final piece of the WVFA is Project 11B-Grain track unit train improvements.

The port says it has many tenants and customers who move bulk products and demand efficiency. The port notes that one of the ways to improve this is through efficient loading and unloading of products and the use of unit trains, which is where Project 11B comes in.

By constructing a new lead track from the port’s south entrance and additional load tracks for grain trains, this project increases the port’s rail capacity. Project 11B is expected to be complete by early 2018.

Construction on the WVFA began in 2007 and the port says the rail investments will reduce congestion on the region’s rail system and better serve current and future tenants, making them more competitive and set to grow.

Supplier News compliance services to support the county’s transportation system.

IPS CRANES entered into a definitive agreement to acquire American & Ohio Locomotive Crane Co. (AOLCrane™).

Kiewit was unanimously voted as the construction manager at-risk for the South Central Light Rail Extension by the Valley Metro Rail Board.

L.B. Foster Company entered an agreement with German-based

Knorr-Bremse Rail Vehicle Systems for

Railway Track & Structures

July 2017 7

INDUSTRY TODAY Washouts, high water force OmniTRAX to suspend Husdon Bay Rail service

Severe flooding and washout conditions have caused OminTRAX Inc. to suspend operations June 9 on northern segment of the Hudson Bay Railway (HBR) between Amery and Churchill, Manitoba. HBR had been unable to operate to Churchill since May 23 when high water made the track impassable. OmniTRAX does not expect to be able to resume operations before the winter season.

A preliminary assessment by an independent engineering firm indicates that the track bed has been washed away in 19 locations. Five bridges are visibly damaged and an additional 30 bridges and 600 culverts will need to be further assessed for structural integrity.

“The damage is unprecedented and catastrophic,” said Peter

8 Railway Track & Structures

July 2017

Touesnard, ‎chief commercial officer at OmniTRAX. “While the Hudson Bay Railway requires significant seasonal maintenance, the extent of the damage created by flooding this year is by far the worst we have ever seen. The water receded to near normal levels [June 8], and we hope to have engineers on the ground as soon as possible to conduct a thorough assessment. It will be several weeks before we have a final report of the damage to the line, but we do not expect to be operational before the winter, and are concerned that the future of the track is in jeopardy.”

He added, “With the initial assessment, we received from engineering consultant, we made the decision to announce an indefinite service suspension so communities served by the railway can develop long-term plans for the movement of the supplies and resources they need.”

HBR is a vital transportation link in northern Manitoba, hauling food, fuel, agricultural products, kraft paper, concentrates and other goods and materials required in the north.

VIA Rail, Canada’s intercity passenger rail provider, also suspended service due to flooding and says it will resume services between Gillam and Churchill once inspections of the railway have been completed and the track is back in operation.

OmniTRAX notes it is working with customers, communities and the Canadian government regarding the condition of the line and will provide further updates as events warrant.

www.rtands.com

INDUSTRY TODAY Public Belt Railroad to be acquired by the Port of New Orleans The Port of New Orleans will acquire the New Orleans Public Belt Railroad under an agreement between the city of New Orleans, the port and the railroad.

Stakeholders say the move is expected to give the port greater competitive advantage in international trade. The Public Belt Railroad will continue to serve the Port of New Orleans and can proceed with plans to invest and grow. The move is expected to give the port greater competitive advantage in international trade, which will be an economic boon for the city.

“Aligning the Public Belt with the port gives us long-term stability and renewed momentum to pursue our growth potential while capitalizing on the synergies between us,” said Douglas D. Campbell, CEO of the New Orleans Public Belt Railroad. “The port and the Public Belt have a record of teamwork dating back to our inception over 100 years ago. We will continue to work hand in hand in partnership to facilitate commerce and economic development for the region.”

www.rtands.com

Under the agreement, the port will recognize the rights of the employees of the Public Belt system under existing contracts and applicable law. Additionally, the city, port and Public Belt will also be working together for any legal and regulatory approvals necessary to finalize the transfer of assets.

The Port Board of Commissioners held a special meeting to consider the framework on Friday, June 9, while the New Orleans Public Belt Commission will convene Monday, June 12, to discuss the agreement.

“This is a win-win-win for all involved.

Our guiding principle from the outset of this process has been to do what is in the best interest of the citizens of New Orleans,” said Mayor Mitch Landrieu. “It is clear that the Public Belt Railroad is a critical element of the port’s competitive advantage, which means it is critical for the future growth potential in trade and commerce and the longterm economic success of the city. Improving our port’s competitive advantage will mean more good-paying jobs for our residents.”

Supplier News the distribution of L.B. Foster’s wheel flange lubrication systems.

Metropolitan Transportation Authority awarded $66.5-million contract for track and system installation on the Long Island Rail Road to L.K. Comstock & Company Inc.

R. J. Corman Railroad Co. LLC is commemorating its 30th anniversary this year.

New York City Transit selected Skanska for a $150-million contract to renovate four Queens subway stations.

Railway Track & Structures

July 2017 9

INDUSTRY TODAY FRA, Maryland DOT issue Finding Of No Significant Impact for Susquehanna River Bridge

A Finding of No Significant Impact (FONSI) has been issued for the Susquehanna River Rail Bridge Project.

The Federal Railroad Administration (FRA), Maryland Department of Transportation (MDOT) and Amtrak released the FONSI, which determined the best way to provide continued rail connectivity along Amtrak’s Northeast Corridor (NEC), the nation’s busiest passenger rail line.

The federally-funded engineering and environmental study, released May 31, identifies Selected Alternative 9A for the new alignment; replacing the existing twotrack single bridge with two bridges with two tracks each, structures capable of supporting more passenger rail service along the East Coast. In addition to align-

10 Railway Track & Structures

July 2017

ment alternatives, the project team evaluated bridge type alternatives and selected the girder approach/arch main span, based on environmental assessment and coordination with resource agencies.

The current 112-year-old steel bridge spans the Susquehanna River between the Town of Perryville, in Cecil County, Md., and the city of Havre de Grace, in Harford County, Md. The bridge is owned by Amtrak and used by Amtrak, MARC and Norfolk Southern Railway freight trains. The bridge is well beyond the typical design life of a steel rail bridge. The age of the bridge, its structural condition and its two tracks curtail speed and capacity on the NEC. The Susquehanna River Rail Bridge Project will improve rail service reliability and safety; improve operational flexibility and accommodate reduced trip times; optimize existing and planned infrastructure and accommodate future freight, commuter, intercity and high-speed rail operations and maintain adequate navigation and improve safety along the Susquehanna River.

The FONSI completes the Susquehanna River Rail Bridge National Environmental Policy Act study.

Currently, additional funding is not available for full design and construction of the bridges. Amtrak will continue maintenance of the bridge.

www.rtands.com

PEOPLE Amtrak has named longtime aviation executive Richard Anderson as its president and chief executive officer.

The Federal Railroad Administration named public relations practitioner Heath Hall as Deputy Federal Railroad Administrator.

Gary Griswell of GE Transportation was honored with the American Short Line and Regional Railroad Association’s Thomas L. Schlosser Distinguished Service Award.

Genesee & Wyoming, Inc., announced that John C. Hellmann, president and CEO, was appointed chairman of the Board of Directors.

Eric L. Keen was named chairman and CEO of HDR, effective Jan. 1, 2018, to replace George A. Little, who is retiring.

HNTB Corporation has added positive train control experts Michael Bogonovich and Michael Haverstick to assist transit and rail clients in moving toward compliance of the 2018 implementation deadline.

Mitchell J. Krebs, Lydia I. Beebe, Janet H. Kennedy and Henry J. Maier joined the Kansas City Southern Board of Directors.

Maryland Transit Administration named Kevin B. Quinn, Jr., acting administrator to replace Paul Comfort.

The New York Metropolitan Transportation Authority (MTA) named Joe Lhota as chairman. The transportation authority also appointed Sally Librera to vice president and chief officer of the Staten Island Railway.

Don Sepulveda has been promoted to vice president and deputy national market lead in the Railroad and Transit Practice for Michael Baker International’s West region.

RailPros Field Services named Terry Tate assistant vice president of Rail Operations.

RATP Dev North America a n d McDonald Transit Associates, its North American subsidiary, appointed Mike Anderson as the vice president of safety and security.

S u rfac e T ransportat i on B oard ( S T B ) designated Rachel Campbell, director of the Office of Proceedings, as the agency’s regulatory reform officer.

VHB promoted Steve McElligott to senior vice president and national transportation agencies market leader.

WSP USA has promoted Barbara Arens to Central Region business manager, Transportation and Infrastructure Sector and named Axel Nitschke as a tunnel practice leader. www.rtands.com

Railway Track & Structures

July 2017 11

NRC CHAIRMAN’S COLUMN

Hot in the field, hot in D.C.

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

12 Railway Track & Structures

It has been a slow start to the year in the field, but there is a lot of work on the schedule, being planned and being bid. It is the most exciting time of year for me; to see all the excitement of my co-workers as they get these projects started is so much fun. The hard work of all involved during the down times to improve in every aspect of the process, from safety to efficiency to productivity, truly gets recognized when the crews get down to business.

Weather conditions during the summer construction season can be challenging.

H o t we at h e r c r e at e s h a z a r d s l i k e dehydration, heat stroke and fires in the field that must be mitigated. Make sure your crews cover these issues in safety briefings and safety tool box talks. The NRC has safety tool box talks (and other safety resources) available to member companies for free at www.nrcma.org.

The NRC Safety Committee is extremely active and works to educate and assist members with their safety needs. The committee produces safety training videos, develops resources to help NRC members comply with Federal Railroad Administration (FRA) Par t 219 and Part 243 rules, participates in the Fatality Analysis of Maintenance-ofWay Employees and Signalmen (FAMES) Committee and manages the Safe Contractor of the Year Awards.

The NRC is also a voting member of the Railroad Safety Advisory Committee (RSAC). RSAC was established by the FRA in 1996 to develop new regulatory standards, through a collaborative process, with all segments of the rail community working together to fashion mutually satisfactor y solutions on safety and regulatory issues.

Beyond safety, the NRC is also active in other regulatory and legislative issues.

Chuck Baker, NRC president, and his staff at Chambers, Conlon & Hartwell do a fantastic job leading our efforts in Washington, D.C. Right now, they’re focused on three major pieces of legislation: 1.The FY18 transportation appropriations bills – this bill will hopefully include a variety of programs of interest to rail contractors, including the New Starts program, Washington Metropolitan Area Transit Authority capital funding, July 2017

Transportation Investment Generating Economic Recovery (TIGER) grants, Fostering Advancements in Shipping and Transportation for the Long-Term Achievement of National Efficiencies (FASTLANE) grants, Amtrak funding and Consolidated Rail, Infrastructure and Safety (CRISI); and will also be the venue for yet another battle on truck size and weight rules.

2. A potential infrastructure bill. While there is uncertainty about if Congress and the administration will be able to work together to pull this off, the NRC will work with other groups to continue to make the case for there being a bill. If we can clear that hurdle, we’re confident that a bill would provide many great opportunities for rail project funding and financing.

3. Renewing or making permanent the 45G shortline railroad tax credit. The stand-alone legislation to make the credit permanent continues to gather huge numbers of Congressional co-sponsors, but the clock is ticking on finding a legislative vehicle to turn this into law, so we’ll continue to help our friends in the shortline industry and their customers get this done.

While the NRC staff does a great job in Washington D.C., lobbying to expand rail construction and maintenance business opportunities, protect rail contractors from intrusive government regulation and improving railroad construction safety and operations, our strength comes in numbers.

We encourage everyone to get involved for the betterment of our industry. If you are not already an NRC member, there are significant benefits to joining. You can do that at www.nrcma.org or reach out to the NRC Vice President of Operations Matt Bell at mbell@nrcma.org or 202-715-1264.

For your calendar, the 2018 NRC Annual Conference and Exhibition at LA Live in Los Angeles, Calif. is fast approaching. It will be held January 10-13, 2018. Put it on your calendars now so you don’t miss this premiere industry event. There will be more information on registration, booth sales and sponsorships coming shortly. Registration will open late July 2017.

Finally, I wish everyone a safe and successful month.

by Chris Daloisio, NRC Chairman www.rtands.com

TTCI R&D Advances in rail weld life extension procedures

by Megan Archuleta, engineer, Gary Fry, senior scientist II, Transportation Technology Center, Inc.

TTCI explores how weld overlay treatments and new weld technology can add life to rail welds.

T

ransportation Technology Center, Inc., (TTCI) is currently evaluating methods to improve the performance of rail welds. Among the strategies being investigated is a post-weld heat treatment that uses manual welding. With this approach, a high-hardness welding electrode is used to deposit a weld bead covering the softest portion of the heat-affected zone (HAZ) of the primary rail weld. This treatment is applied soon after completing the primary weld so that a second preheat is not required. The technique, termed HAZ Overlay Treatment (HAZOT), has been applied to treat standard and head alloyed thermite welds. Tests are underway to evaluate the effectiveness of HAZOT in revenue service.

Other ongoing tests at the Facility for Accelerated Service Testing (FAST) include induction heat-treated electric flashbutt welds, HAZOT electric flash-butt welds and full-section alloy thermite welds.

HAZOT thermite welds in revenue service

TTCI has developed and evaluated a post-weld treatment procedure whereby a weld bead is applied manually to the regions of the soft HAZ. This is done while the primary weld is still hot; therefore, the process adds little to no extra time to the overall weld installation. The result of the treatment is a modified HAZ shape near the running surface of the rail that reduces the width of the softened HAZ; which, in turn, reduces batter and wear in the HAZ. Process timing restrictions are to be followed precisely for a quality weld.

Currently there are 16 HAZOT thermite welds under evaluation in revenue service. Of those welds, seven were head alloyed welds. The treatment combined with the head-alloyed thermite weld provided the least batter when

14 Railway Track & Structures

July 2017

Figure 1: Longitudinal profiles for a HAZ overlay treated head alloyed thermite weld.

previously tested at FAST.1 Longitudinal profiles and Brinell hardness measurements are being recorded to measure wear for all control and test welds. The untreated thermite welds in revenue service had wear and metal flow that developed quickly and was focused in the HAZ and after approximately 288 million gross tons (mgt) metal flow was observed in the heat-affected zones of the HAZOT thermite welds. It was concluded that the treatment was effective up to 288 mgt. After 288 mgt, the treatment begins to wear like an untreated weld after the depth of the treatment has been surpassed by normal rail wear and grinding. Alternative methods of HAZ treatment that are effective for a longer period of time are being discussed to replace the HAZ overlay treatment for thermite welds.

HAZ treatments on EFB welds

Even though electric flash-butt (EFB) weld installations use no filler metal, the weld itself is still a weak spot in track.

www.rtands.com

TTCI R&D

Figure 2, left: HAZ overlay treated EFB weld - low rail - 90 mgt. Figure 2, right: Untreated EFB weld - low rail - 90 mgt.

To reduce head wear and batter on EFB welds, two types of HAZ treatments were proposed and are being evaluated by TTCI on the High Tonnage Loop (HTL) at FAST. One method uses the same manual welding overlay treatment as the HAZOT thermite welds previously tested at FAST. As with the thermite weld HAZ overlay treatment, the process for the EFB weld does not require a separate visit to the weld site or additional track time, as it is implemented as part of the primary welding procedure.

In 2014, three HAZOT EFB welds were installed at the HTL on a five-degree curve with four inches of superelevation. These test welds are currently being compared to untreated EFB welds in the same curve. Initially, metal

flow in the HAZ of the treated welds was not seen. However, after approximately 90 mgt, metal flow started to form on each side of the HAZ overlay treatment weld beads. Weld life for HAZ overlay treated EFB welds is yet to be determined.

The second method being evaluated is an induction treatment of the heat-affected zones of EBF welds. This treatment does not introduce a hard filler metal; instead it depends upon improving the metallurgy of the primary weld HAZ regions to a depth 0.25 in. All treated welds initially had slight dipping in the HAZ locations that evened out at about 110 mgt for the high rail welds and 20 mgt for the low rail welds, as shown in Figure 2.

In early 2017, two induction treated welds installed on the high rail on the HTL were removed after regular ultrasonic testing inspection found defects. Shells were found in both welds that ran 0.25 inch deep on the gauge side corner and one of the welds was found to have a transverse defect under the shell. Laboratory analysis of both welds is currently underway.

Now, the treatment is applied when the weld is at room temperature; however, plans to implement the treatment as soon as the weld exits the welder are underway. The process parameters for this technique are currently under development.

Full-section alloyed thermite welds

Figure 3, top: Induction treated EFB weld on high rail. Figure 3, bottom: Low rail induction treated EFB weld.

www.rtands.com

The newest weld technology being evaluated on the HTL is full-section alloyed (FSA) thermite welds. In contrast to the head-alloyed thermite welds where the alloying elements are held in the weld mold plug, FSA welds have the alloying elements added to the entire weld portion. FSA thermite welds have the same crucible, molds and installation procedures as standard ther mite welds. L a b o r a t o r y testing concluded that these welds have higher hardness throughout the weld and higher residual stress amplitudes, as seen in Figure 4.

Seven fully-alloyed thermite welds were installed in a fivedegree curve with four inches of superelevation and are being

Railway Track & Structures

July 2017 15

TTCI R&D

Figure 4, left: Residual stress results for a fully-allowed thermite weld. Figure 4, right: Residual stress results for a standard thermite weld.

compared to standard thermite welds previously installed in the same cur ve. Longitudinal profiles and hardness measurements will continue to be recorded every 50 mgt. As of April 2017, the FSA welds have acquired 60 mgt.

Summary and future work

HAZ overlay treatment was concluded to be effective until the depth of the treatment has been surpassed by normal rail wear and grinding. Therefore, alternative methods of HAZ treatment of both thermite and electric flash-butt welds are being discussed to replace the HAZ overlay treatment. Fullsection alloyed thermite welds performed well in laboratory testing. It is too soon to determine their weld life in track.

TTCI will continue to monitor all welds in the revenue service tests and at FAST. Research and development will

16 Railway Track & Structures

July 2017

continue on producing induction-treated EFB welds, with the treatment being applied to the EFB immediately after exiting the in-plant welder.

Acknowledgements

TTCI would like to acknowledge Union Pacific Railroad and Canadian National Railway for hosting the mega sites and for their unwavering support of the Association of American Railroads’ Strategic Research Initiatives program.

References 1. Archuleta, M., Gutscher, D. and LoPresti, J. June 2015. “Testing of Thermite Welds with Treated Heat Affected Zones.” Technology Digest TD15-020. Association of American Railroads, Transportation Technology Center, Inc. Pueblo, Colo.

www.rtands.com

Reliable, resilient fastening systems play a key role in railroad safety and efficiency.

by Mischa Wanek-Libman, editor

Customer partnerships push advances in

fastening systems

R

ailway fastening system suppliers are expanding their product lines and working with their customers to find solutions to their needs in order to provide a track component with consistent performance, extended service life and reduced maintenance.

J.Lanfranco

J.Lanfranco Fastening Systems Inc. has been manufacturing all-metal locknuts for safety critical bolted joints within the rail industry for more than 40 years.

J.Lanfranco says its dual sotted, all metal locknuts are a true single piece design in that they do not have metallic or plastic inserts and can be installed with standard bolts, tools and torque values. The locking action is completely independent of bolt tension and will not damage bolt threads.

A recent addition to J.Lanfranco’s product line up is the Heavy Hex Full Height, which can be used on diamonds and frogs and complements the company’s line of standard nuts.

The company also says its THU nuts (Heavy Hex), which went into field service in April, have recorded no loosening during a three-month period.

J.Lanfranco is working with Transporta18 Railway Track & Structures

July 2017

tion Technology Center, Inc., and Class 1s in order to document these results.

The company points to the growth of its line of ERM nuts that incorporate the same dual locking slots as other J.Lanfranco nuts, but also include a free spinning, Belleville-type washer. The company says this makes for quick and safe installations and ensures good contact with the bearing surface even when installed on foundry pieces.

The ERM style of nut and integrated disc spring washer has been installed on splice joints to eliminate loss of bolt tension.

“The largest advantage is that the nut keeps the joint locked while the washer absorbs any imperfections in the bearing surface along with a mitigating any joint expansion or contraction. The final benefit has been the ability to reapply torque at subsequent maintenance intervals without having to remove the nut/bolt and also not requiring a power source or special bolts or tools,” said the company.

L.B. Foster

According to Jason Bowlin, general manager, L.B. Foster Transit Products, “L.B. Foster has been an industry lead-

this page: Vossloh Fastening Systems supplied its W series line of rail fasteners to Dallas Area Rapid Transit . opposite page: Pandrol’s Panguard assembly was developed with the aid of the company’s cusotmer base.

er in developing and commercializing fastener technology for transit agency applications across North America. We meet specific customer needs by introducing tailored product solutions using our product development expertise. For example, we successfully incorporated a standard direct fixation fastener, restraining rail direct fixation fastener, special trackwork direct fixation fastener and concrete ties on a project with a key customer, essentially allowing one-stop shopping for that project. Our recent design of a resilient tie system, which incorporates a concrete block, elastomeric boot and pad, insulator and clips, has been used by a West Coast passenger rail system. In addition, we were just granted a patent for a direct fixation fastener design that dramatically reduces corrosion formed by stray www.rtands.com

currents and can significantly extend the life of fasteners used in severe environmental conditions such as tunnels.”

Bowlin continued, “Despite some uncertainty at the federal government level regarding funding for transit projects, throughout 2016 and into last November a number of local ballot initiatives were passed supporting transit initiatives. Of the 77 ballot measures, the largest number ever over a 12-month period, more than 70 percent were passed, with over $170 billion of projects approved on election day. We expect that this will provide great impetus for the continued development of transit systems around the U.S. L.B. Foster is well-positioned to take advantage of these upcoming projects through our continuing collaborations with engineering design firms and transit agencies to meet their critical needs.”

Lewis Bolt

Lewis Bolt & Nut Company introduced the new Quick-Set® Hook Bolt System in 2015 to prevent both vertical and horizontal deck movement.The company says it is being widely adopted and is installed from the deck surface, which is safer and saves time. Hole drilling through the ties is eliminated as the Quick-Set is installed between the ties. Additionally, Lewis Bolt notes that inspection and future maintenance is simple as all components are visible from the deck surface.

The company says it has continued to improve the system to provide additional versatility. Lewis Bolt points to a new longer bracket, which attaches to ties on both sides via high strength lag screws, as an example of this. Lewis Bolt notes the longer bracket, preferred when tie spacing is wider, ensures the lag screws are installed closer to the center of the respective tie.

Lewis Bolt also recently successfully tested a version of the Quick-Set that incorporates an integrated guard rail within the bracket. The company explains this eliminates the need for a timber guard, saving additional time and money.

“Lewis Bolt & Nut Company thrives on innovation. This applies not only to new products but also to current ones.

The Quick-Set® Hook Bolt System is a perfect example of continuously improving a new product to save our customers time, as well as money while always keeping safety the number one focus,” said the company. www.rtands.com

Pandrol

Allen Goff, vice president of sales and marketing at Pandrol North America, says the company has seen a significant increase in demand for its fastening assemblies in 2017 and projects the trend to continue throughout the year.

He notes that the company is constantly working with its customers to address their current needs with existing products while evaluating concepts to improve performance and develop new solutions for future applications.

The company reduces lead-time between concept and actual product with the help of an enhanced three-dimensional printer and a small production line dedicated to R&D projects. Goff explains this arrangement shortens the development process and provides greater flexibility in delivering the correct solution to the customer.

This process has resulted in several recent developments including a tie pad that allows track crews to determine if rail seat epoxy is being installed properly, the FE1505 recessed rail seat assembly for use in heavy-haul applications and currently working with transit agencies to reduce noise and vibration concerns with versions of Pandrol’s Panguard assembly.

Goff says the VICTOR product line continues to grow and be a huge success. Victor utilizes a standard AREMA rolled steel tie plate equipped with a swaged-in shoulder that provides a solid flat bottom for increased bearing area. Goff explains that the swaging process allows the customer to specify the Pandrol style fastener and

size of plate they prefer, as well as the hole pattern and whether they want to utilize screw or cut spikes.

“Basically, we can provide a customized tie plate per our customers’ preferences. A Roll Block version of the VICTOR system that provides a solid flat bottom and eliminates the protrusion created by the bolt head is in development,” said Goff.

Pandrol North America also expanded its product line with a new agreement with Arkansas Steel Associates (ASA) to sell and service its line of rolled steel tie plates to non-Class 1 railroads, shortlines, transits and contractors located in the United States, Canada and Mexico.

Goff explains that ASA gains an international sales force while Pandrol’s tie plate product line is expanded.

Progress Rail

“Progress Rail has broadened its advanced fastening solutions to deliver innovative offerings, such as GageLok screw spikes for fastening rail and plates to timber ties, ballast mats and under tie pads, embedded block systems and Loadmaster direct fixation fasteners,” states Hakan Eksi, general manager of Progress Rail’s Fastening Division.

Progress Rail also range of traditional fastening products includes rail anchors, e-clips, ME Series and Safelok concrete tie systems, MACRO Armor for rail seat abrasion protection and repair and system wide bonded direct fixation fasteners.

GageLok screw spikes are available in many variants, including direct replacements for cut spikes (in 11/16inch diameter) and high-strength screw Railway Track & Structures

July 2017 19

fastening systems

spikes (in 15/16-inch diameter). Progress Rail points to tests by Exova Labs that show the GageLok 11/16-inch outperforms cut spikes in a simulated three million, cyclic load curve test, which the company says completely negates any plate cut, while maintaining holding capacity. Progress Rail points to the increased minor diameter of the GageLok 15/16-inch as a way to prevent shear failure in resilient fastening plates.

Progress Rail has partnered with edilon)(sedra to bring its Under Tie Pad (UTP) to the North American market.

The UTP is made of elastomer material and is available in either attrition or attenuation performance categories.

Scott Osler, general manager of Transit Sales for Progress Rail’s Infrastructure Division, states, “Our Embedded Block System (EBS) has been in service since the 1970s. A product of edilon) (sedra, EBS is represented by Progress Rail here in the United States and Canada. We feel the most attractive fea-

20 Railway Track & Structures

July 2017

Lewis Bolt’s Quick-Set® Hook Bolt System installed on a bridge.

ture is the fact EBS is sealed. The sealed property prevents performance degra-

dation resulting from the intrusion of water and foreign materials that corrupt unsealed products over time. Currently, we are contracted to supply all the EBS Resilient Tie Blocks for the Eastside Access project in New York City and we have been exploring other options for its use with customers throughout the United States and Canada.”

Additionally, Progress Rail offers the Loadmaster fastener to freight railroads for use on slab, steel deck and timber deck bridges to reduce the track modulus of the bridge and more closely match the track on the approaches to prevent low bridge ends and reduce maintenance. The Loadmaster DF has been in use among the mixed traffic of the Northeast Corridor for 30 years. Osler says the product’s rugged design allows it to cushion the forces of all axle loads, while preventing too much vertical and lateral rail head movement.

Eksi added, “Progress Rail looks forward to serving the rail market

www.rtands.com

fastening systems

Vossloh Fastening Systems

Progress Rail says its E-Clip fasteners are versatile enough for mainlines and turnouts with wood, concrete or steel crossties, and offer improved fatigue limits for extended life and reduced maintenance costs for transit or heavy-haul applications.

with further, innovative fastening solutions. We will continue to broaden

22 Railway Track & Structures

July 2017

our product offerings to meet customer needs and expectations.”

Vossloh Fastening Systems offers the W System series, which was designed for all types of rail traffic including heavy haul, high speed, transit and conventional rail.

“Not only do these systems meet or exceed the varied performance specifications, they also help our customers realize additional benefits that contribute to a better overall rail network.

Railroads are often aware of the performance advantages of highly engineered elastic rail fastening systems, but also enjoy the fact that the Vossloh rail fastening systems are easy to install and are virtually maintenance free,” said the company.

The company says its premium elastic fastener, the W 40 HH, continues to be rolled out to new customers every year and can perform in the most challenging freight environments.

Vossloh has two recent additions to the W System series, the W 40 and the W 42. The company says the W 40 offers practical advantages that allow the fastening systems to be cost-effective over a wide range of applications. The W 42 builds on the characteristics of the W 40 HH system and applies them to other applications, such as passenger rail applications and industrial lines.

Vossloh can pre-assemble the fastening system at its tie plant and deliver to site as a fully-captive system, which the company says eliminates the need to handle loose material (such as clips, pads or insulators) in the field. Vossloh notes the W systems also aid in the de-stressing of continuous welded rail by utilizing a lag screw that can be loosened using standard tools, without the need for removing and re-driving the clip.

Vossloh says its W systems can be removed and reinstalled without losing toe load and the permanent acting tension created during installation eliminates loose or missing clamps.

“Overall, the W family of fastening systems, and its newest member, the W 42, continues to provide Vossloh’s customers with longer life cycles, decreased installation costs and complexity and lower maintenance requirements. More and more customers continue to utilize this fastening system to improve safety, reliability and performance for their employees, contractors and operators,” said the company. www.rtands.com

Progress Rail Corporation offers turnouts, crossing diamonds, replacement components and rail fasteners in its special trackwork portfolio.

Suppliers turn out For special trackwork 2017 ANNUAL SPECIAL TRACKWORK REPORT: TURNOUTS, DIAMONDS, FROGS AND OTHER NEW TECHNOLOGY OFFER FRESH, IN-DEMAND SOLUTIONS TO INDUSTRY CHALLENGES.

D

espite capital spending decreases in recent year s, manufacturers and suppliers of special trackwork report an uptick in 2017. As track speeds increase, manufacturers work to accommodate industry demands for long-lasting, lowmaintenance products.

Atlantic Track & Turnout Co.

Atlantic Track & Turnout Co. says it 24 Railway Track & Structures

July 2017

remains committed to the engineering and production of site-specific trackwork in small quantities. While the company is expanding capacity to meet the increased demand for frogs, guard rails, switch points and turnouts, Atlantic Track believes that because of its size and experience, “especially in engineering and manufacturing,” makes it ideal to provide both mass produced products and one-of-a-kind

by Maggie Lancaster, assistant editor

special trackwork materials.

“Not ever y special trackwork requirement is addressed within a set of standard plans, and [Atlantic Track’s] ability to offer non-plan, engineered solutions has become more difficult for the high-volume trackwork supplier,” said Atlantic Track Vice President of Engineering and Operations Jeffrey Grissom.

Grissom says that Atlantic Track will www.rtands.com

unveil a new expansion joint for highspeed rail in 2017. “ R a i l r o a d s h ave e x p r e s s e d a renewed interest in devices that protect rail from longitudinal forces caused by thermal expansion/contraction, and directional traffic patterns,” Grissom said. “There is a real need in our industry to further protect our welded rail and geometry.”

L.B. Foster Company

L.B. Foster Company manufactures and supplies a number of different p r o d u c t s f o r s p e c i a l t r a c k wo r k applications including Insulated Rail Joints (IJ) that can be utilized in double rail configuration for guarded turnouts and diamond crossings, as well as with clearance for rail clips, Curv Bloc™ rail fasteners, the ENDURA-JOINT® s y s t e m , h i g h - s t r e n g t h i n s u l at e d tie plates for open track and special trackwork applications and, its latest product, the EKOS™ roller system.

“L.B. Foster continues to push the envelope with new high performance designs and components,” said L.B. Foster Director of Rail Sid Shue.

“Several years ago we introduced our second-generation Cur v Bloc.

The Curv Bloc rail fastener is a lowcost, field-proven solution to rail rollover. It is designed to prevent low rail rollover in curves experiencing varying track speeds, heavy loads and intermodal traffic.”

Shue says the Cur v Bloc rail fastener is designed to withstand high lateral loads while preser ving the floating rail system and “is equally effective in preventing high rail rollover in higher-speed applications.”

The second generation Curv Bloc has a shear area that is 80-percent larger than previous designs and is expected to handle a repeated lateral load that is 80-percent higher. It utilizes two Huck bolts instead of the one to improve durability. Shue says the extra Huck bolt eliminates rotation and eccentric loading.

With the recent acquisition of FWO, a German business that provides track lubrication and switch roller equipment, L.B. Foster has added the EKOS roller system to the products available to freight and passenger rail systems in North America. “ T h e E KO S r o l l e r sw i t c h i n g system enables lubrication-free sliding www.rtands.com

of the switch blades during switch movements,” said Shue. “Our robust system eliminates the need to lubricate switch plates while simultaneously reducing switch operating forces. The advantages of the system have already won over a significant number of national and international customers.”

Shue says that new design elements and improved materials h ave e n h a n c e d t h e L . B. Fo s t e r ENDURA-JOINT system.

“The ENDURA-JOINT system has become the industr y standard a n d i n c o r p o r at e s o u r i m p r ove d T E M P R A N G E ® I I I a d h e s i ve , a new high modulus insulated joint bar with improved geometr y and material properties, a new ceramic endpost, which utilizes the endpost as a key structural element and our high strength insulated tie plate,” said Shue.

As far as industr y trends, Shue believes that Nor th Amer ican railroads have less access to provide track maintenance.

“As a result, the products and the other materials that they use need to have a longer service life and be more reliable,” Shue said. “Additionally, railroads are embracing the notion of the Total Cost of Ownership (TCO).

As L.B. Foster works closely with the railroads to develop new products and services for their requirements, TCO must be taken into consideration. That means that consideration must be given to both the initial cost, as well as longer term life-cycle costs.”

L.B. Foster manufactures its IJ products and accessories in facilities in Niles, Ohio and Pueblo, Colo.

Nortrak-Damy

As a part of the voestalpine Group, Nor trak-Damy Vice President of Finance J. Guillermo Vázquez Jalili says that Damy’s partnership with Nortrak since 2008 has allowed the company to improve its processes by implementing “not only the best inter national business practices and standards, but also diversify Nortrak-Damy’s portfolio of products with next-generation advanced technology in Mexico and Centeral and South America.”

Vázquez Jalili says that unique products and ser vices are being adopted in Mexico all the time and that Nor trak-Damy believes that Railway Track & Structures

July 2017 25

special trackwork investments in the Class 1 sector are steady at the moment in Mexico. He notes that several railroad companies announced investment programs at Expo-rail last February, which was hosted in Mexico City, leading Vázquez Jalili and the rest of Nortrak-Damy to remain confident of growing demand for efficient rail-based transportation services despite Mexico’s Secretariat of Communications and Transportation plans for high-speed rail projects being put on hold due to funding concerns.

“When those projects do proceed, Nortrak-Damy is well positioned to leverage the expertise and global experience of the voestalpine Group to offer trackwork and systems solutions,” said Vázquez Jalili.

An important project Nortrak-Damy currently has a hand in is the production of Line 3 of the Urban Electric Rail System, also known as the Guadalajara Light Rail System. The company is supplying the project with preassembled turnouts and infrastructure monitoring systems.

Vázquez Jalili says that recently Nortrak-Damy has increased its capacity to supply complete pre-assembled and preplated turnouts. He explains that pre-assembly can reduce installation time by as much as 70 percent.

Atlantic Track & Turnout offers non-plan engineered solutions to complex trackwork challenges.

Progress Rail Corporation

Progress Rail Corporation has developed a new flash-butt welder it says complements its trackwork offerings. The new, narrow head flash-butt welder only requires eight inches of clearance, which the company says will allow operators to fit into tight spaces to perform 100 percent of the welds in a turnout. The company also offers turnouts, crossing diamonds, replacement components and rail fasteners in its special trackwork portfolio.

Vice President of Infrastructure Sales Patrick Jansen says that although the market has been slow this year, Progress Rail has seen a slight uptick in trackwork compared to 2016.

Jansen credits this to Progress Rail being a “diversified supplier, serving multiple [rail] sectors, including the passenger rail market.”

“In many ways, our product line has already evolved to address many of the market’s needs,” Jansen said. “We broadened our transit offerings with the addition of an extensive line of fasteners to complement our existing trackwork offerings, through the acquisition of Rail Product Solutions (or Amsted RPS, formerly a part of Amsted Rail) last year. We are the only company that can offer direct fixation fasteners and trackwork to the transit industry.”

Jansen says that customers are focused on reducing the total cost of ownership, which inspires Progress Rail to develop and deliver designs that help reduce maintenance, extend product service life and lower overall life-cycle costs.

“As for the future, we continue to watch this sector closely and work directly with our customers to have the necessary products in place to help meet their needs for advanced infrastructure,” Jansen said.

TTCI

L.B. Foster’s EKOS roller system being used in special trackwork. The company says its EKOS roller system eliminates the need to lubricate switch plates while simultaneously reducing switch operating forces.

26 Railway Track & Structures

July 2017

Based on previous success with pad materials for tie and bridge applications, Transportation Technology Center, Inc., (TTCI) has been working with special trackwork suppliers and pad suppliers to evaluate the use of elastomeric pad materials in strategic locations in a turnout and a crossing diamond. TTCI tested both concepts at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colo.

“Engineered under-tie pads on a turnout have provided more uniform stiffness throughout its length, particularly reducing the stiffness in the frog area,” said Principal Engineer at TTCI Duane Otter. “A recent inspection shows the pads continue to maintain their integrity after more than 600 million gross tons (mgt). The stiffness has remained constant over time and reduced the surfacing demand.”

Otter says the engineered pads between the base plate www.rtands.com

Special trackwork voestalpine Nortrak Inc.‘s new CLICKTITE rail brace utilizes a tapered wedge for clamping, which the company says results in 50-percent more resistance to rail roll-out companred to rail braces that use an e-clip.

probably behind us,” said Ouelette.

In order to increase transactional efficiency for customers, voestalpine Nortrak is introducing an e-commerce store with a selection of trackwork products to allow customers to browse and directly order from their computer or mobile device. voestalpine Nortrak is also recently certified to AAR M-1003 at each of its eight manufacturing plants. The certification covers special trackwork, concrete ties, manganese frog castings, ductile iron castings and plastic components.

Vossloh North America

and the running rails and castings of a high-angle crossing diamond have reduced the peak impact forces in the crossing and resulted in a service life of nearly 100 mgt without surfacing. TTCI is currently working with railroads to demonstrate some of these technologies in revenue.

voestalpine Nortrak Inc.

This year, voestalpine Nortrak Inc. introduced two new products: CLICKTITE rail brace and SAFEGUARD fastening systems for guard rails.

The CLICKTITE rail brace uses a tapered wedge for clamping, the company says this compares to many other rail braces on the market that rely solely on the toe load of an e-clip to hold the rail in the seat.

“The use of a tapered wedge on the CLICKTITE brace results in about 50 percent more resistance to rail roll-out, compared rail braces that use an e-clip,” said Vice President of Marketing Ken Ouelette. “Rail roll-out can be a major cause of delay during the installation of panels, when the torque applied to the brace can exceed 10,000 ft-lbs.”

Ouelette says that the SAFEGUARD fastening system was designed to reduce the risk of injury to installation crews by eliminating the need to swing a hammer at a clip in the confined space adjacent to the guard rail. The system is based on a simple fastener that can be lifted onto a seat with a pry bar while still providing a toe load equivalent to existing clip-based designs.

“Although Class 1 capital budgets are down a little over 10 percent from last year, our analysis of industry indicators suggest that the worst of the downturn is 28 Railway Track & Structures

July 2017

As a part of the Vossloh North America rail infrastructure group, Cleveland Track Material, Inc., offers a variety of proprietar y brace plate systems for turnouts and crossings. Soon, Vossloh says, it will introduce a brace plate system designed for the Vossloh Skl tension clamp called the V-RAM. The V-RAM, like other proprietary Vossloh universal brace plate systems, is compatible for rail sections ranging from 112RE – 141RE. Vossloh North America Marketing Manager Dan Whiteley says this is especially useful in track settings with multiple rail profiles.

“This is possible through the proprietary Vossloh Universal Master Brace Plate, for which Cleveland Track Material has designed the brace and wedge components to be reversible so that they can be configured depending on the height of rail web,” said Whiteley.

The V-RAM design features a centrally positioned, threaded post over which the brace and Skl tension clamp are inserted. The clamp loading is applied directly to the front and back of the brace, securing the brace laterally against the stock rail and down against the rail flange and plate. Whiteley explains this design allows the clamp itself to be positioned closer to the rail and above the rail’s neutral axis to increase holding power and maximize the clamping force of the tension clamp.

“The V-RAM system has been tested at our flagship rail fastening R&D facility in Werdohl Germany and performed well alongside other brace systems,” said Whiteley. “At Railway Interchange 2017 we will display a switch layout composed entirely of Vossloh products, including the V-RAM universal brace plate system.”

Vossloh North America plans to showcase a switch layout at Railway Interchange composed entirely of Vossloh products, including the company’s newest addition, the V-RAM universal brace plate system. www.rtands.com

mining for

growth

Canadian Pacific eyes an opportunity to expand business with the construction of 18 miles of new rail line to transport potash.

by Mischa Wanek-Libman, editor

O

n May 2, 2017, Canadian Pacific and K+S Potash Canada (KSPC) celebrated the grand opening of the Bethune Mine. The CA$4.1 billion (US$3.15 billion) mine is the first of its kind built in Saskatchewan in more than 40 years and represents the largest single project in K+S Corp. history. To ensure a rail connection, KSPC partnered with Canadian Pacific (CP) to transport potash bound for port via rail. KSPC constructed infrastructure at the mine site including a 14-km (8.7-mile) line, track loop and storage track while CP constructed its new 30-km (18.6-mile) Belle Plaine Subdivision to link the Bethune mine to the existing CP network.

“CP looks strategically at opportunities to grow our franchise. Potash is a key commodity for us, constituting six percent of our revenue in 2016. In the K+S project, we saw the opportunity to grow with a new potash shipper that’s committed to the business,” explained Andy Cummings, spokesperson for CP. 30 Railway Track & Structures

July 2017

The railroad called the rail infrastructure built to serve the mine “the most significant engineering project undertaken by CP since the mid-1980s.”

Cummings says the project, which took two years to build, followed the traditional design/bid/build method and, in addition to providing oversight of the project, CP sourced the appropriate contractors and consultants to undertake the various phases.

“We are incredibly proud to have collaborated with K+S Potash Canada on this project and look forward to delivering their product to international markets for years to come,” CP President and CEO Keith Creel said at the time of the mine’s opening. “Building 30 kilometers of new rail through a rural area, including a river valley, is no easy feat and I want to congratulate all those who invested their time and energy in bringing this project to a successful conclusion.”

The rail project featured nearly 50,000 crossties, 30.4 km (18.8 miles) of new track, 4,500 metric tons of steel (plates,

rail, bolts), 90,000 metric tons of ballast, a 137-meter (449-foot) bridge, a 70-meter (229-foot) tunnel and thousands of hours of work.

Project challenges

CP called constructing the route to the mine site a geotechnical challenge citing the 9.7 million cubic meters of earth that required movement to properly grade through the valley.

“The project timeline could not have been achieved if we went about it in a linear fashion. Scheduling meetings identified opportunities to get ahead of the grading work, which was identified early as the critical phase,” said Cummings.

In addition to the massive amount of earth that required excavation, roughly 7.5 million cubic meters of embankment was built across farmland in the Qu’Appelle Valley. The south valley wall excavation consisted of cuts more than 25 meters (82 feet) deep through a number of aquifers, while the north valley wall exwww.rtands.com

Belle Plaine Subdivision

OPPOSITE PAGE: Potash made up six percent of CP’s revenue in 2016. The Bethune Mine is expected to produce 2 million metric tons of potash by the end of 2017 Photo: Canadian Pacific.

This page, left: Grading work occuring on the project. Photo: Canadian Pacific.

This page, right: The 70-meter (229foot) tunnel design included MSE-reinforced bevels. Photo: AIL.

cavation cuts were in excess of 35 meters (114.8 feet) deep with the new embankment raising to almost 30 meters (98 feet) above the original valley floor in places.

Cummings says to help maintain the compressed construction schedule, a massive amount of vertical wick drains were installed to expedite settlement.

“To date, we have seen upwards of 0.5 meters (1.64 feet) of settlement on the embankment. In an ideal world, we could have taken measures to mitigate the effects before the track was installed, but project timelines did not allow for this. We did expect this level of settlement, so we built the subballast to twice the typical width,” said Cummings.

To help facilitate drainage, more than 2,900 meters (9,500 feet) of culverts were installed in lengths of up to 275 meters (902 feet) through the main valley embankment.

“A 40ha wetland is currently under development in the river valley adjacent to the project. The wetland will help manage drainage and will provide protection against flooding, which regularly occurs in the valley,” said Cummings.

CP also had to contend with more than 30 utility crossings (water, pipewww.rtands.com

lines, electrical and telephone) that required specialized protection methods and modifications to construction in order to maintain their integrity and remain on schedule.

“The initial alignment of the diamond crossing passed over several pipelines adjacent to each other,” explained Cummings. “After review, we rejected this alignment because where and how the loads applied on the pipelines. As some time was lost during this review, we decided to constrain the new alignment to crossing angles that existed elsewhere on the CP network. This allowed the fabrication time to be greatly reduced, as castings already existed for the particular angle that would ultimately be chosen.”

Another interesting aspect of the project was the material used to construct the tunnel that went under a two-lane rural road. The tunnel was the first Canadian installation of Atlantic Industries Limited (AIL) Super•Cor Round structure with patented MSE-reinforced bevels.

According to AIL, the product allowed construction of the tunnel’s 14.5-meter (47.5-foot) bevels without the need for internal bracing during the backfill process. The tunnel design connects heavyduty welded wire soil reinforcement mats to a series of connection anchor strips that are integrated with the exterior sides.

The tunnel also included cast-inplace concrete collars on the beveled ends, which AIL says helped stiffen the ends of the tunnel and facilitate grading of the embankment slopes to the tunnel opening.

With third-party forces at work on site, coupled with the scope and challenges of the project, it was critical safety remained a chief focus.

“Safety was always a priority for the CP staff and the contractors on site were well aligned with this goal. Safety stats were reviewed at the weekly site meeting and the team drilled down into any item of note,” said Cummings.

Finished product

Cummings says that the success of the project would not have occurred without communication playing a critical role. He notes that regular meetings allowed the project team to develop a rapport with the various stakeholders and advise them of any change in plan.

“The opportunity to undertake greenfield construction of this magnitude does not happen often. This, combined with the geotechnical challenges faced in the valley, will make for one interesting case study,” said Cummings.

The mine will have marketable product by the end of second quarter 2017 and is expected to reach a production capacity of two million metric tons of potash by the end of 2017.

CP will primarily use unit trains, approximately a mile and a half long and consisting of 177 rail cars, to ship the potash products to KSPC’s handling and storage facility in Port Moody, B.C., then on to overseas market.

“KSPC needed to ensure that transportation of product from our mine to our port facility would be both secure and competitive,” Dr. Ulrich Lamp, president and CEO of KSPC, said at the time of the mine’s opening. “When we signed the contract with Canadian Pacific in 2013, we knew we had found the perfect partner and strategic fit for those needs. We are so pleased to see the finished rail infrastructure.”

Railway Track & Structures

July 2017 31

AREMA NEWS Message from the President

Professional Development Upcoming

Be sure to grab a window seat

David A. Becker, PE AREMA President 2016–2017

www.rtands.com

Introduction to internal rail flaw detection WEBINAR July 25, 2017 2:00 – 3:30 p.m. EDT

Like many members of the railway engineering community, I don’t have the opportunity to ride as many trains as I would like.

While I certainly see trains while out on the property and ride the occasional inspection car, seeing the varied engineering details of modern railroading from the point of view of a passenger are fewer and farther between. Last month, I had the opportunity for some personal train travel that carried me to central New Jersey and New York City. For those out there who may not have the opportunity for recent passenger service exposures, I thought I’d share some of my observations based on that trip.

My journey took me east from Harrisburg, Pa. on the Amtrak Keystone Corridor. It had been years since I last rode this line, and I looked forward to the opportunity to sample the results of the decade long cooperative partnership between the commonwealth of Pennsylvania and Amtrak to reinvigorate and modernize this line. I can report that it has been transformed into a great example of what a modern, electrified higher-speed (110 mph) operation should look like. The line rode well thanks to high-quality rail and tie work and an evident focus on drainage and bridge zones. I enjoyed seeing the evidence of signal system upgrades and electric traction improvements, as well as numerous crossing closures/ grade separations. From a passenger perspective, the journey was just what passenger rail service should be – more than time competitive with any highway alternative and efficiently operated.

I took a mid-afternoon weekday run that had evident commuter usage from Harrisburg, as well as a high volume of intercity business and leisure traffic.

As a railway engineer, I always found the Amtrak Northeast Corridor interesting and educational to ride. Heading eastward from Philadelphia, the evidence of ongoing track maintenance and capital improvements initiatives are easy to see. However, the magnitude of the endeavor and challenges Amtrak faces, given the age of the base infrastructure and volume of traffic, is also very easy to see. Work on the high-speed (more than 135 mph) improvements east of Trenton, N.J., that were previously detailed in this magazine were also very evident. New fixed-tension catenary installation is well underway and several new high-speed control points are now in service. The ride quality was excellent and this approximately 40-mile segment of the line, in my opinion, is quickly becoming world class.

Several days later, I completed my travels by heading from central New Jersey to LaGuardia airport in New York City to catch a return flight to Atlanta. Keeping with my efforts to support our industry when possible, I used a combination of trains operated

by New Jersey Transit, the Port Authority of New York and New Jersey (PATH) and the New York City Transit. Again, this was a

AREMA 2017 Annual Conference Seminars Introduction to Practical Railway Engineering (IPRE) September 15-17 FRA 213: Track Safety Standards September 20-22 Track Alignment Design September 20-22 Intermodal Terminal Engineering September 20-21 Railroad Bridge Load Rating Steel Structures September 21 To assist your career advancement, AREMA offers seminar and webinar programs that will extend its ability to serve the educational needs of the railway engineering community with PDH accredited web based courses as well as classroom-set seminars.

For more information and a complete list of upcoming seminars and webinars, please visit www.arema.org.

AREMA on Social Media Stay up-to-date on the most recent AREMA information through all official social media outlets. Become a fan of the AREMA Facebook Page, join the AREMA LinkedIn Group and now tweet, retweet and hashtag @AREMArail on Twitter!

Railway Track & Structures

July 2017 33

Upcoming Committee Meetings July 26-27

Committee 7 - Timber Structures

Sept. 16

Omaha, NE

Committee 14 - Yards & Terminals*

Committee 5 - Track*

Committee 16 - Economics of Railway Engineering & Operations*

Committee 24 - Education & Training*

Committee 17 - High Speed Rail Systems*

Committee 27 - Maintenance of Way Work Equipment*

Committee 24 - Education & Training*

Sept. 17

Committee 5 - Track*

Committee 33 - Electric Energy Utilization*

Committee 6 - Building & Support Facilities

Committee 42 - Bridge Maintenance*

Committee 10 - Structures, Maintenance & Construction*

Committee 43 - Signals Maintenance*

Committee 11 - Commuter & Intercity Rail Systems*

Sept. 18

Committee 13 - Environmental*

Committee 12 - Rail Transit*

Committee 33 - Electric Energy Utilization*

If you’d like to learn more about the AREMA Technical Committees and would like to get involved, please contact Alayne Bell at abell@arema.org. For a complete list of all committee meetings, visit https://www.arema.org/events.aspx. *Indicates committee meetings being held in conjunction with the AREMA 2017 Annual Conference in Indianapolis, Ind.

Negotiated airline discount information for AREMA Committee meetings can be found online at: http://www.arema.org/meetings/airlines.aspx.

FYI…

Save money, register today! The discounted early bird registration rate ends Aug. 9 for the AREMA 2017 Annual Conference in conjunction with Railway Interchange. Visit www.arema.org to register today. For more information on Railway Interchange, please visit www. railwayinterchange.org.

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

Use code EMPLOYERS to receive a 15-percent discount.

Order the 2017 Manual for Railway E n g i n e e r i n g t o d ay ! A R E M A i s pleased to announce the 2017 Manual for Railway Engineering ! There are over 55 new, revised and reaffirmed parts. Downloadable chapters may be purchased and downloaded now from the AREMA online store. AREMA committees have worked diligently over the past year to update all four volumes of the Manual.

Order online now at www.arema.org or contact Morgan Bruins today for more details at mbruins@arema.org.

Lee Hostler should have been included as an author in the the December 2016 article, “Recommended practices for pile-driving,” p. 31.

Not an AREMA Member?

Join today at www.arema.org 34 Railway Track & Structures

July 2017

mid-afternoon journey, but now it was a weekend, and, again, all of the trains I rode were full, something that those in less urban parts of the country might not fully appreciate.

From these rides through New Jersey and New York City, it was made clear to me that without efficient, well-maintained rail-based intercity, commuter and mass transit options, the overall North American economy we all participate in, and benefit from, would suffer. As educated members of the rail industry, we should all advocate with a knowledgeable voice for appropriate levels of capital infrastructure investment and stable funding streams for maintenance of these important systems that are key elements of a connected national economy.

Many who read this column may think of the AREMA Technical Committees as being solely freight railroad focused, but in several areas, AREMA’s contributions are most visible in the passenger, transit and facility sectors of North America. That was very evident on this portion of my journey as the spectrum of railway engineering functions was in full view; terminal and storage yard layouts, electrification and signal systems, station facilities, platform design, clearances, equipment maintenance facilities, bridge designs of every stripe and complex transit interlockings containing the range of special trackwork. Much of the railway engineering work in these dense, urban environments must involve other non-rail entities, and much of that work is performed in a collaborative manner between the owning transit agencies and the consulting engineering community. This situation underscores the impor tance of having AREMA’s recommended practices ser ve as a common base line for design activities and maintenance practices. This important information is presented in AREMA’s Manual for Railway Engineering, the Communications & Signals Manual and the Portfolio of Trackwork Plans. These are important and relied upon documents for the passenger-focused railway engineering community.

I would like to close out this month’s column by reminding readers that registration for the AREMA 2017 Annual Conference being held in conjunction with Railway Interchange in Indianapolis, Ind., on September 17-20 is underway. If you have not yet done so, take some time to review the complete program agenda and make plans to attend. Whether you are a seasoned railway engineer, someone newly involved with railway design and maintenance work or a student considering a career in the railwayindustry, this is the learning and networking event of the year and you need to be there!

Until next month, if you haven’t ridden a train as a passenger in a while, seek out an opportunity to do so. Grab a window seat, put your smart phone down and take in the range of details that are on display for the interested railway professional.

www.rtands.com

AREMA NEWS

Getting to know Lucas A. Bathurst Each month, AREMA features one of our committee chairs or members. We are pleased to announce that the July featured member is Lucas A. Bathurst, chair of Committee 17 - High Speed Rail Systems.

AREMA: Why did you choose a career in railway engineering?

BATHURST: My interest was initiated and inspired by the late Dr. Arnold Kerr when applying to the civil engineering graduate program at the University of Delaware. Dr. Kerr was a renowned expert in the field of railway engineering, contributing to practical applications of design, maintenance and operations within the industry. I originally intended to focus my studies on structures, but I was so impressed by Dr. Kerr, his work and his former graduate students, many of whom have made great contributions to the railway industry.

AREMA: How did you get started?

BATHURST: My first experience in railroading was actually as a laborer with the Patapsco and Back Rivers Railroad (PBR), a Class 3 switching and terminal railroad that ser ved Bethlehem Steel in Sparrows Point, Md. I worked with PBR dur ing college for a summer. I came home completely exhausted each day; it gave me respect for those that did the work each and every day for their career. I began to seriously consider a career in the railway industry in graduate school. With my thesis and research focused on railway engineering, I had a chance to work with some incredibly knowledgeable and motivating people at Amtrak. An opportunity to continue working with Amtrak and officially begin my railroad career presented itself and I jumped at the chance to become par t of the eng ineer ing track staff. I began my career as a geotechnical engineer and completed graduate school with a focus on railway and structural engineering, so I felt I offered a well-rounded engineeringknowledge-base to be a contributing member of Amtrak’s staff.

www.rtands.com

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

BATHURST: I first joined AREMA as a student member while at the University of Delaware. I began attending the annual meetings and expositions, participating in as many of the technical sessions and exhibits as possible. I was then approached by senior Amtrak staff to consider joining a committee in an area that interested me. With an interest in so many different aspects of railway engineering, coupled with my work experience at Amtrak, I applied to be a member of Committee 17 - High Speed Rail Systems. I cannot emphasize enough the importance of Student Chapters to AREMA. Students represent the future of the organization and bring the technology, innovation and enthusiasm to enhance and advance our industry.

AREMA: What are your hobbies outside of your work?

BATHURST: Outside of the time I spend with my family, I enjoy playing, coaching and watching soccer, as well as fly fishing. Since moving to Texas, I had to adjust my fly fishing time to planned excursions, although I have ventured onto some local rivers. I look a bit out of place next to the bass fishermen.

AREMA: Tell us about your family.

BAT H U R S T : A l t h o u g h w e a r e not native Texans, my family and I currently reside in Fort Worth after relocating from Philadelphia 10 years ago. I took an opportunity to lead a rail group in Texas with HDR Engineering and have thoroughly enjoyed living and working in Texas. I have been married to my wife Nancy for nearly 20 years.

We met during our undergraduate studies at Lafayette College (Go Pards!) and managed to successfully navigate her veterinar y studies at University of Pennsylvania and my graduate program at the University of Delaware, prior to being married in 1999. Nancy leads a clinical program for a veter inar y phar maceutical company. We have twin 13-year-old girls who will enter 8th grade in the

LUCAS A. BATHURST, PE CHAIR, committee 17 - high speed rail systems

VICE PRESIDENT, HDR

fall. Their interests in sports and music keep Nancy and me busy.

AREMA: W h at i s yo u r b i g g e s t achievement so far?

BATHURST: Professionally, my biggest achievement has to be advancing the careers of my staff. I try to provide opportunity for skills development and career growth, to inspire them to challenge themselves in all aspects of what they do and to lead by example.

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

BATHURST: G e t i nvo l ve d a n d be a sponge. The railway industry is relatively small compared to others within engineering and the opportunities to make a difference are plentiful. The industry provides numerous avenues to get involved, such as operations, construction, maintenance, engineering, research and education; each one is critical to the sustainability of the industry.

Listen to those within the industry, as there is so much to learn and identify opportunities to improve and enhance how railroading is done.

Railway Track & Structures

July 2017 35

AREMA NEWS

Student Chapter Update Rutgers University

by Daniel F. Rodriguez, lead author, Zhipeng Zhang, supporting author, Christian Higgins, supporting author Since its inception last year, members of the American Railway Engineering and Maintenance-of-Way Association (AREMA) Student Chapter at Rutgers University have been busy. So far, the year has been eventful with many meetings, a fall barbecue and field trips.

A group of graduate and undergraduate chapter members recently went to visit Norfolk Southern Corporation’s (NS) Croxton Intermodal Facility in upstate New Jersey. Offered by AREMA President David Becker, the group was given the opportunity to go on a tour of the facility led by Adam J. Lemarr, director of intermodal operations for NS’s East Coast facilities and Christopher Waters, a fellow NS employee. The trip began with a short presentation given by Lemarr on the history, status and state of operations of NS, as well as more specific information regarding the facility. This was followed by a tour of daily operations of the intermodal facility with insights given on the scheduling, management and technology used in freight cargo endeavors.

In an ongoing effort to improve the overall professional reach and presence of the Rutgers AREMA student chapter across the state, Chapter President Christian Higgins has consistently attended a variety of industry meetings.

For example, in 2016, Higgins attended a monthly New Jersey Shortline Railroad Association Meeting and gave a presentation about the chapter. After his presentation, New Jersey Shortline Railroad Association very generously donated to support future meetings, chapter get-togethers, professional events and field trips. Besides this donation, the chapter received tremendous support and encouragement for the railroad education and workforce development at Rutgers from various industry supporters, such as Conrail,

36 Railway Track & Structures

July 2017

Members of Rutgers AREMA Student Chapter at Norfolk Southern Corporation’s Croxton Intermodal Facility in New Jersey.

Port Authority Trans-Hudson (PATH) and New Jersey Transit.

As a result of the chapter’s strong mix of graduate and undergraduate members in a range of fields of study, several members are conducting research in a variety of rail topics and technologies, such as track geometry risk analysis, broken rail prevention, positive train control, hazardous materials transportation safety, high-speed rail safety and several others.

In addition to research, many chapter members take their interest in rail outside of chapter activities and into their classrooms. Since its first semester at Rutgers University in Spring 2015, several members have taken a class called “Introduction to Railroad Transportation,” taught by Dr. Xiang Liu. As an intro course and, essentially, the first railroad class of its kind at Rutgers University, this course covers a broad range of fundamental topics within the field. Topics within this course include railroad efficiency and economics, track infrastructure, rail vehicles, traffic control systems, highway-

rail grade crossings and railroad safety.

Additionally, several members will take another class entitled, “Railroad Track Engineering and Safety.” This class is new and will be offered in the Fall of 2017. It will focus on topics such as rails, ties, track layout and geometry; track analysis and design; grade crossings and life-cycle asset management.

Many members have expressed interest in the possibility of a field trip to observe railroad tracks and their components.

Lastly, the Rutgers AREMA Student Chapter and its faculty advisors, Dr. Liu and Dr. Trefor Williams, are inviting industry speakers to talk about railroad engineering at Rutgers University in an effort to add another learning component to classes. The AREMA student chapter is especially excited to work on this and other endeavors.

If you're interested in having a railroad professional speak at your university or host a tour with your student chapter, contact Justin Cole at Justin_ Cole@csx.com.

www.rtands.com

AREMA NEWS

AREMA Board of Governors

2017 Election

The Governance Nominating Committee, chaired by Past President Brian A. Lindamood, has completed its task and the following nominee has been officially elected: Mr. Philip G. Merilli - board of governor.

He will assume his Board of Governors position at the AREMA 2017 Annual Conference, which is being held in Indianapolis, Ind., September 17 – 20, 2017.

Elected as Governor (2017 – 2020) Name Philip G. Merilli Title Vice President Engineering Organization/company Norfolk Southern

Philip Merilli is vice president - engineering at Norfolk Southern Corporation (NS). His department is responsible for the constr uction, maintenance and inspection of the rail network’s tracks, bridges and signal systems.

Merilli ser ved as assistant vice president - maintenance of way

and structures since 2013 until his promotion to vice president engineering. In 1981, he joined an NS predecessor line as an assistant roadmaster. He has ser ved in a variety of engineering positions, including track supervisor, division engineer and chief engineer - line maintenance, at NS. Merilli holds a degree from Penn State. He was elected to the AREMA Board of Governors in 2015 (filling Mike Wheeler’s unexpired term).

Philip G. Merilli Vice President Engineering Norfolk Southern Corporation

Register now for the AREMA 2017 Annual Conference The AREMA 2017 Annual Conference is being held in conjunction with Railway Interchange, September 17-20. This will be your last chance before rates go up after August 9, 2017. The event is being held at the Indiana Convention Center, in Indianapolis, Ind. This year's premier program will provide an excellent opportunity for members of the railway industry to increase their railway knowledge and experience.

On the schedule: • Keynote speakers:

o Ken Schmidt, former director of communications of Harley-Davidson Motor Company

(open to all Railway Interchange participants)

o Michael J. Wheeler, executive vice president and chief operating officer of Norfolk

Southern Corporation (ticketed event)

o Anthony B. Hatch, senior transportation analyst of ABH Consulting (open to AREMA participants) • More than 80 technical presentations sure to be informative and valuable • More than 600 exhibits from various contractors, suppliers and consulting firms • Students will gain insight about the industry with networking and educational opportunities in the Exhibit Hall, as well as student events such as the Student Orientation, Meet The Next Generation, Student Poster Competition, the Quiz Bowl and more! Be sure to bring your resume, as you’ll be doing lots of networking!

• Five educational seminars will provide cutting edge information and necessary professional credits. Seats are limited, sign up today!

• Spouses/Guests will enjoy all of Indianapolis’ finest with a schedule that includes lunch with a local TV Chef, a historical walking tour and much more!

Take advantage of this excellent opportunity to converse with your fellow railroaders, exchange ideas and learn more about the industry.

Register now at www.arema.org. www.rtands.com

Railway Track & Structures

July 2017 37

PRODUCTS Battery-powered torque gun

HYTORC has added its latest addition to the company’s LION Gun series – the LION-.7. The LION Gun is a lightweight, portable lithium ion battery-powered torque gun without attachments to hoses, cords or compressors. HYTORC says the industrial strength, nonimpacting gear box delivers adjustable torque faster, safer and more reliably than manual clicker wrenches, impact wrenches and other tightening tools. The LION-.7 – has a .75-inch drive, to deliver greater torque for larger applications. The gun provides a minimum torque of 150 foot-pounds and a maximum of 700 foot-pounds.

The original LION-.25 has a .5-inch drive, with a minimum torque of 25 foot-pounds and maximum of 250 foot-pounds. HYTORC says the the LION-.7 provides the same safety and simplicity as the LION-.25, while producing greater torque for larger applications. The rotation angle can also be programmed for simple torque and angle bolting. After tightening, the LION automatically releases for fast movement from nut-to-nut. Once the bolting application is complete, the LION Gun can be connected to a PC or tablet to export the recorded data into an Microsoft Excel-friendly format for reporting, storage or additional analysis.

Wesbite: www.hytorc.com/liongun.

www.rtands.com

Rotating tree shear

A new excavation rotating tree shear is being offered by Fecon. The Fecon Rotating Shear (FRS10) provides 360-degree rotation providing what the company calls “amazing” range of motion. Fecon explains the rotation allows operators to save time and be more efficient with less repositioning of t h e e x c a v a t o r.

The rotating tree s h e a r p r ov i d e s m u ch n e e d e d safety due to the shear being able to load chippers.

The rotating tree shear is for 12-18 ton excavators; cutting up to 14 inches of material. The Fecon Rotating Shear can be equipped with an accumulation arm to allow for the bunching of smaller material. This Fecon Tough shear is constructed with Hardox in My Body®. Additional Fecon Rotating Shear models are available ranging from 5-35 tons. Fecon forestry attachments are designed and, on occasion, customized to arrive fully compatible with tractor, excavator or skid steer.

Website: www.fecon.com.

Railway Track & Structures

July 2017 39

CALENDAR JULY 10-11. Midwest Association of Rail Shippers (MARS) Summer Meeting. Grand Geneva Resort. Lake Geneva, Wis. Phone: 630-513-6700. E-mail: mars@mwrailshippers.com.

Website: www.mwrailshippers.com/upcoming_meetings.asp.

23-25. 121st Annual Meeting American Association of Railroad Superintendents. Chase Park Plaza Hotel. St. Louis, Mo. Website: www.supt.org/event-2359092.

24-26. Association of American Railroads 2017 Damage Prevention & Freight Claim Annual Conference. Hyatt Regency Hotel. Savannah, Ga. Website: www.regonline.com/DPFC2017.

26-28. 24th Annual Railroad Liability Conference. Worthington Renaissance Hotel. Fort Worth, Texas. Phone: 817-763-8297.

E-mail: pah@fwwr.net. Website: www.eventbrite.com/e/24thrailroad-liability-conference-registration-28015725790?aff=es2.

31-Aug. 3. 2017 Railway Tie Association (RTA) Tie Grading Seminar. Guthrie, Ky. Phone: 770-460-5553. E-mail: ties@rta. org. Website: www.rta.org/grading-seminar.

AUGUST 15-17. 2017 Grade Crossing Research Needs Workshop.

Westin Hotel. St. Louis, Mo. Contact: Michail Grizkewitsch.

Phone: 314-552-5806. E-mail: michail.grizkewitsch@dot.gov.

Website: www.fra.dot.gov/conference/2017/index.shtml.

40 Railway Track & Structures

July 2017

15-17. 2017 Midwest Rail Conference. Western Michigan University - Fetzer Center. Kalamazoo, Mich. Contact: David Nelson. E-mail: dannelso@mtu.edu. Website: www.rail.mtu. edu/event/mrc2017.

SEPTEMBER 11-12. Basic Railroad Track Maintenance Workshop. Center for Transportation Research. Knoxville, Tenn. Phone: 865-9741812. E-mail: dclarke@utk.edu. Website: www.ctr.utk.edu/ CTRrailcourses/railclass.php?id=434&loc=1.

13-15. Railroad Track Design Maintenance Workshop. Center for Transportation Research. Knoxville, Tenn. Phone: 865-9741812. E-mail: dclarke@utk.edu. Website: www.ctr.utk.edu/ CTRrailcourses/railclass.php?id=435&loc=1.

17-20. Railway Interchange 2017. Indiana Convention Center.

Indianapolis, Ind. E-mail: info@railwayinterchange.org.

Website: www.railwayinterchange.org/.

17-20. Intermodal EXPO 2017. Long Beach Convvention Center. Long Beach, Calif. E-mail: shanelle.casey@intermodal. org. Website: www.IntermodalEXPO.com.

OCTOBER 4-5. Southwest Association of Rail Shippers 2017 SemiAnnual Meeting. Marriott Irvine. Irvine, Calif. Website: www. swrailshippers.com/upcoming_meetings.asp.

www.rtands.com

Ad Index Company

Phone #

Fax#

e-mail address

Page #

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

Cover 3

Atlantic Track & Turnout Co.

973-748-5885

973-784-4520

stacyw@atlantictrack.com

27

Birmingham Rail & Locomotive Co.

205-424-7245

205-424-7436

bhamrail@aol.com

20

Custom Truck & Equipment

816-241-4888

816-241-3710

bboehm@cte-equipment.com

16

Danella Rental Systems, Inc.

610-828-6200

610-828-2260

pbarents@danella.com

6

Diversified Metal Fabricators Inc.

404-875-1512

404-875-4835

sales@dmfatlanta.com

7

Harsco Rail

803-822-7551

803-822-7521

mteeter@harsco.com

10

Herzog Railroad Services, Inc.

816-233-9002

816-233-7757

tfrancis@hrsi.com

25

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

8

J.Lanfranco Fastener Systems Inc.

855-694-3250

613-632-4122

jbaines@jlanfranco.com

20

L.B. Foster Co.

412-928-3506

412-928-3512

glippard@lbfosterco.com

6

Loram Maintenance of Way, Inc.

763-478-6014

763-478-2221

sales@loram.com

17

Messe Berlin GMBH

+49 30 30381852

+49 30 3038 2278

just@messe-berlin.de

11

Moley Magnetics

844-M-MAGNET (844-662-4638)

716-434-5893

sales@moleymagneticsinc.com

22

Neel Company, The

703-913-7858

703-913-7859

jlewis@neelco.com

5

Pandrol USA, L.P

1-800-221-CLIP

856-467-2994

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

Cover 4

Progress Rail Corp.

256-505-6402

256-505-6051

info@progressrail.com

23

RailCet

866-724-5238

217-522-6588 grif1020@yahoo.com

9

Railway Education Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb.com

39,40

Railway Tie Association

770-460-5553

770-460-5573

ties@rta.org

2

R. J. Corman Railroad Group, LLC

800-611-7245

859-885-7804

www.rjcorman.com

Cover 2

Vossloh North America

00-49-239-252-273

00-49-239-252-274

claudia.brandt@vc.vossloh.com

29

21

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 AL, KY Jonathan Chalon Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 633-1165 New York, NY 10014 jchalon@sbpub.com

OR, SD, TN, TX, UT, WA, WI, WY, Canada -­AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com

CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, OH, PA, RI, SC, VT, VA, WV, Canada - Quebec and East, Ontario Jerome Marullo (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 jmarullo@sbpub.com

Responsible for advertisement sales in all parts of the world, except Italy, Italian-speaking Switzerland, Japan and North America.

Suite N2, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK Louise Cooper International Sales Manager Suite K5 &K6

AR, AK, AZ, CA, CO, IA, ID, IL, IN, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK,

www.rtands.com

The Priory +44-1444-416917 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom lc@railjournal.co.uk Michael Boyle International Area Sales Manager Dorfstrasse 70, 6393 St. Ulrich, Austria +011436767089872 mboyle@railjournal.com Italy and 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 Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Fax: +81-3-5691-3336 Nishiiko, Adachi-Ku Tokyo 121-0824, Japan amskatsu@dream.com Classified, Professional & Employment Jeanine Acquart (212) 620-7211 55 Broad St., 26th Fl. Fax: (212) 633-1325 New York, NY 10014 jacquart@sbpub.com

Railway Track & Structures

July 2017 41

NEW & USED EQUIPMENT

NEW & USED EQUIPMENT

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

E-Mail: RelamCFE@aol.com Tel: 440-439-7088 Fax: 440-439-9399 Visit our website at: www.relaminc.com EQUIPMENT FOR SHORT OR LONG TERM LEASE

Extending the Life of Your Machine Harsco Rail provides superior components and assemblies to extend the life of your machine. Rebuilds are remanufactured to OEM specifications with OEM parts. All parts are inspected for repair and/or replacement, and the OEM standard warranty is provided.

L U D I N G T O N C O N TA C T ( 6 7 0 0 ) : T ( 8 0 0 ) 8 0 0 - 6 4 1 0 C O L U M B I A C O N TA C T ( M K I V ) : T ( 8 0 3 ) 8 2 2 - 7 4 2 0 E R A I L PA R T S @ H A R S C O . C O M O R D E R PA R T S AT: H T T P S : / / PA R T S . H A R S C O R A I L . C O M /

100 S Paniplus Drive Olathe, ks 66061 main: 913.764.1315 Mobile: 913.972.1013

PARTS • SALES • SERVICE • RENTALS

OLATHE, KS • HOUSTON, TX • BRIGHTON, CO • BRANCHBURG, NJ • SAN MARCOS, CA • CALGARY

www.colliscw.com

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 3600 cu ft Open Top Hopper Cars 4480 cu ft Aluminum Rotary Open Top Gons 65 ft, 100-ton log spine cars equipped with six (6) log bunks 60 ft, 100 ton Plate F box cars, cushioned underframe and 10 ft plug doors 50 ft, 100 ton Plate C box cars, cushioned underframe and 10 ft plug doors Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

42 Railway Track & Structures

July 2017

HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line HYDRAULIC STABILIZERS HARSCO TS-30HDs TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1000/1050 Kribber-Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAILHEATERS Pettibone Model 445E/F Speedswings w/Multiple Attachments (F’s with Tier 4 Engine) Geismar 360/360-Tronic Hi-Rail Excavators, (Cold Air Blower, Brush Cutter, Grapple, Heel Boom, Train Air & Knuckle available) Badger 30 Ton Cranes w/Hi-Rails Propane and Diesel Railheaters - Single & Dual Sided, Selfpropelled w/Vibrators HI-RAIL TRUCKS, EXCAVATORS, & CARTS Hi-Rail Gradalls, XL3300 Series III w/Digging Buckets & Brush Cutters Hi-Rail Rotary Dumps, Various Hi-Rail Pickups Hi-Rail Grapple Trucks (available w/Magnet, Rail Racks & Creep Drive) 25-ton Hudson Ballast Cars 25-ton Rail and OTM Carts, 5-ton Tie Carts

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 Fax: 212/633-1165 Email: jacquart@sbpub.com

ALL MAJOR CREDIT CARDS ACCEPTED

www.rtands.com

NEW & USED EQUIPMENT Sales

PARTS • SALES • SERVICE

Rentals

Service

aspenequipment.com/railroad

Parts

New and Used Hi-Rail Trucks Available

NEW & USED

Nationwide DELIVERY

Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

WE ALSO RENT! - Pickup Trucks - Service Bodies

Call Rob Wiskerchen at 715-897-2619 Toll Free: 888-405-0110 e-mail: rob@wisktrucks.com • www.wisktrucks.com

- Flatbeds - Bucket Trucks

- Welding Trucks - Section Trucks - Grapple Trucks

- Track Inspector Trucks - Boom Trucks

CAll Bruce Harrod: 877-888-9730 BHarrod@aspeneq.com

TAKE A LOOK AT QUALITY Kenworths, DMF Gear, Moley Magnets & Serco Loaders

Hi-Rail Trucks Work Ready or Custom Built to Order www.omahatrackequipment.com

• New-Used-Rentals • Work ready trucks available for immediate delivery • Custom Builds - yours specs or ours • Parts & Services • Hi-Rail & Crane Inspections

Grapple Trucks

LEASE or Rotary Dumps

BUY

Tunnel Trucks

Grapple Trucks Mag & Creep Drive

Hi-Rail Rail & Tie Carts

Custom Build New or Used Chassies Also: Hirail Boom Dump Trucks NOW a Hirail Mechanics Trucks SERCO Crew Cabs DEALER Hytracker for moving equipment Hudson Ballast Cars DMF & Harsco parts, service and installation

Section Trucks RAILROAD SERVICES

Est. 1910

Ph: 315-455-0100 • Fax: 315-455-6008 • Syracuse, NY • www.franktartaglia.com

www.rtands.com

Rotary Dump Trucks

John Gallo • Business Development Manager 402-990-9385 • Johng@omahatrack.com

Railway Track & Structures

July 2017 43

NEW & USED EQUIPMENT

Products and services

For Sale

REESE WHAT CAN WE DO FOR YOU?

1996 Jackson 6700 Tamper – works great •New Cummins Engine with 360 hours

• Track construction and maintenance • On-track ditching and rotary dump service • On-track tree trimming and brushcutting • Storm and flood cleanup and debris removal • Tie distribution, removal and disposal

•New hydraulic pumps

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

1982 Kershaw 26-2 Ballast Plow –nice machine •Fresh overhaul on Detroit engine

(717) 328-5211 •

fax

(717) 328-9541 • www.kwreese.com

2016 NRC PlatiNum Safety awaRd wiNNeR

BOTH machines - $265,000 Call: 936.572.2477 or 309.945.7475

MOW Equipment Lease & Sale Brushcutting Specialized Hauling Track Surfacing Low Boys with Rail

RAILROAD COMPONENT REBUILDS, INC. 205 N. Chestnut• PO Box 404• Arcola, Illinois 61910 Eric Headrick, President – 35 years Experience Phone 217-268-5110 • Cell 217-259-4823 Fax: 217-268-3059 • Email eric@rrcri.com To Purchase parts, contact: sales@rrcri.com

NEW/Rebuilt Electromatic/Hydraulic Vibrator Units Exchange Units Related Tamper Parts And Assemblies

www.RailwayEquipmentServices.net “A full service company with over 25 yrs exp!”

Units Available For Same Day Shipping

Professional Directory RTS_Ad.indd 1

RTandS.com

1/23/17 4:41 PM

GLOBAL RAIL TENDERS

Turning Opportunities into New Business

Get up-to-the-minute business intelligence by subscribing to GlobalRailTenders.com Powered by

44 Railway Track & Structures

July 2017

www.rtands.com