RT&S August 2018

welding

market

heats up

August 2018 | www.rtands.com

M/W Equipment trends

What do railways expect of their maintenance machines?

ballast maintenance

Improved delivery and upkeep is discussed by the industry’s suppliers.

And also

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Arema News P.36

February 2018 // Railway Track & Structures 1

Fastenings

Welding

Electrification

Equipment

Solving your noise & vibration problems

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contents

August 2018

FEATURES

18

Rail welding On the supply side, companies look to streamline processes without sacrificing weld quality.

24

24 NEWS

DEPARTMENTS

4

Industry Today CREATE update, ASLRRA’s economic impact, OSHA’s proposed equipment rules, CRISI NOFO and more.

14

5

Supplier News Acquisitions, contracts and other news

TTCI As use of pad materials increase, researchers evaluate the effectiveness of under-tie pads in various applications.

36

10

People New hires, promotions and appointments

AREMA News Message from the president; Functional Group Board nominees; Watford Fellows; REES 2018 recap.

Calendar

Flash-butt weld being performed on a turnout. Story on page 18

44

Products

Credit: Progress Rail, A Caterpillar Company

45

Ad Index

45

Sales Representatives

46

Classifieds Advertising

47

Professional Directory

Herzog Railroad Services, Inc.

43

Ballast maintenance Service providers are integrating more technology into their equipment to keep ballast in its best condition.

30

Equipment trends Safe, versatile, productive and intelligent are a few of the requirements railroads want in their equipment.

COLUMNS

3

On Track Service, we’re nothing without it

11

NRC Chairman’s Column NRC 2019 Conference – education grants – grassroots

Follow Us On Social Media @RTSMag

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August 2018 // Railway Track & Structures 1

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On Track

Service, we’re nothing without it Vol. 114, No. 8 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 Kyra Senese Managing Editor ksenese@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 Nicole Cassano Art Director Aleza Leinwand Graphic Designer Maureen Cooney Circulation Director Michelle Zolkos Conference Director Customer Service: 800-895-4389 Reprints: PARS International Corp.

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D

uring a routine sweep of rail news in late July, I saw a story pop up several times in my news feeds that grabbed my attention. The story starts off pretty routine, but takes a twist: A rail car, which originated in Vishakhapatnam, on the Bay of Bengal, and carrying fertilizer arrived at Basti railway station in Uttar Pradesh, a northern state in India during the week of July 23. Several news reports described local officials being surprised at the shipment’s arrival. Why? Because the shipment was originally booked on Nov. 10, 2014, and the 1,326-km (823.9-mile) journey, which normally takes a bit more than 42 hours to complete, had taken nearly four years.

Officials believe the car carrying the fertilizer was deemed unfit or unsafe to travel somewhere along its journey and sent for service, but the investigation into where it went and why no one noticed it is still ongoing.

While extreme, this story serves as an example that service is a global challenge in the rail industry.

Back in North America, the issue of service and how capital investments help in its improvement was a common talking point during the Q2 2018 earnings calls of the major railways.

With a record capital plan scheduled for 2018, it wasn’t surprising that Canadian National’s Q2 earnings call had a

heavy focus on work being performed along its network. Railroad officials emphasized that the capital projects were coming on line as scheduled and noted that all projects would be completed, as well as providing benefit, in the fourth quarter of the year.

During Kansas City Southern’s Q2 earnings call, the investment discussion focused on Foreign Direct Investment (FDI) in Mexico and how KCS capital investments support FDI. KCS included a visual illustrating the proximity that railroad investment and railroad customer investment was occuring in Mexico, as well as investments at two key border crossings to aid crossborder service.

These are two recent examples of strategic investments improving service, but they can also unlock another valuable industry commodity: Capacity.

On the subject of how to leverage capacity in the face of heavy demand, Keith Creel, president and CEO of Canadian Pacific, had this to say, “I feel a very strong obligation to my existing customers to make sure that as we layer on growth, that we pick our partners, and that’s the key word, partners, so that when we grow, we grow together...capacity is currency; we’re going to spend it wisely.”

Mischa Wanek-Libman Editor

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.

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August 2018 // Railway Track & Structures 3

Industry today

C

hicago’s rail network sees about 1,300 freight and passenger trains pass through the city on any given day, and planned work aims to simplify traffic for all of those trains, transportation officials said during a July 11 tour of Chicago rail infrastructure.

Officials invited RT&S, among others, on a tour of key parts of Chicago’s rail infrastructure to get a glimpse at the work currently underway for the Chicago Region Environmental and Transportation Efficiency (CREATE) Program, as well as to view the sites where future work is planned.

The $4.4 billion plan began in 2003, when transportation officials came together to put an end to bottlenecks in service that halted the flow of goods in and out of the state and interrupted passenger service.

CREATE entails 70 rail and highway infrastructure improvement projects. So far, 29 projects have been completed and $2 billion has been spent or funded primarily through railroad and government partnerships, said Bill Thompson, chief engineer for the Association of American Railroads.

Officials like Randall Blankenhorn, secretary of the Illinois Department of Transportation (IDOT), hope the CREATE project can serve as an example for how long-term projects can be funded in future years, as state budgets, like that of Illinois, dwindle and railroads continue to battle it out for federal funding.

“This is an exciting day and an exciting time for us here in Chicago,” Blankenhorn 4 Railway Track & Structures // August 2018

said. “This project is really indicative of what we’re trying to do across the state and across the city in making investments that make a difference in people’s lives. This is the start of something really big for our freight movement and passenger rail system and for our commuters in general.”

Blankenhorn said it is important that government and railroad officials work to find new ways to carry out partnerships.

“I think this project is the way that’s going to happen in the future,” Blankenhorn said.

“We all have things that we want to get done and on this project in particular, we all came together with a common goal to figure out how to solve one of the nation’s largest freight bottlenecks.”

This June, the U.S. Department of Transportation (USDOT) recommended 26 projects receive a total of $1.54 billion in federal support as part of the FY18 Infrastructure for Rebuilding America (INFRA) grant program.

IDOT was recommended for a $132 million award for a group of projects known as the 75th Street Corridor Improvements and Argo Connections.

IDOT has also awarded $49 million in Competitive Freight grant funding to the CREATE program, which representatives said will allow for the start of construction on the 75th Street Corridor and Columbus Avenue projects.

The 75th Street Corridor Improvement Project (CIP) is the largest project within the CREATE program and is intended to relieve

congestion by separating freight and passenger rail lines to eliminate bottlenecks, cut down on freight and passenger service delays and reduce train idling.

The 75th Street CIP carries an estimated cost of $474 million and will entail building the flyover and performing track and signal improvements to allow for increased train speeds.

The program is also set to minimize delays at grade crossings and improve safety for motorists. In total, 25 percent of U.S. freight rail traffic and 46 percent of all intermodal traffic travels through Chicago, officials said.

The July 11 tour included stops at the 75th Street viaducts, as well as a tour of Bridgeview’s 71st Street grade separation work near Chicago’s Toyota Park venue, where work was completed to eliminate a grade crossing near the stadium to improve safety for pedestrians nearby.

Officials also took those on the tour to view the Forest Hill Flyover, which received funds from the $132 million INFRA grant.

This project is set to ease operations of the 30 Metra and 90 freight trains that traverse Belt Junction, which officials said is the most concentrated bottleneck in the Chicago Terminal.

The flyover is scheduled to be built throughout the next five years, with construction expected to start in the spring of 2019, following the winter thaw.

Thompson said the design phase is funded and will be completed before the flyover is built and CSX will then build a bypass adjacent to the existing tracks for use while the bridge is being built.

“What we’re going to do going forward in the next couple of years is we’re going to build the Argo project. We have all the projects finished on the Beltway Corridor, except the Argo project and several grade separations,” Thompson said.

Thompson added that if the 75th Street CIP is built in its entirety, all the design and construction is expected to total at about $1 billion.

“We’re going to design 75th Street in its entirety and then we have funding to be able to construct one of the flyovers,” he said.

“Our goal right now is to get that flyover started and separate those railroads to ease up operations for Southwest service and ease up the freight operations through one of the most congested locations in the country.

That’s our plan forward.” rtands.com

Kyra Senese/RT&S

Officials aim to streamline Chicago’s rail network

Industry today

Report finds shortlines add $6.5 billion in value to U.S. economy A report detailing the economic impact of the shortline industry found shortline railroads provide $6.5 billion in added value to the U.S. economy. The report also detailed the positive impact the Short Line Tax Credit (also referenced as 45G) has on the industry.

The report, which was prepared by PricewaterhouseCoopers LLP and released by the American Short Line and Regional Railroad Association (ASLRRA), found industries reliant on shortline transportation services provided 478,820 jobs, $26.1 billion in labor income and $56.2 billion in value added to the U.S. economy in 2016.

Additionally, the report determined that the industry creates 2.6 jobs for every one direct employee. The total direct, indirect and induced impact of the 603 small business shortline railroads is 61,070 jobs, $3.8 billion in labor income and $6.5 billion in value added to the U.S. economy in 2016.

“The report definitively shows what the industry has long known. Shortlines are a critical piece of the U.S. transportation network and, in fact, the entire U.S. economy,” said Judy Petry, chair of ASLRRA and president and CEO of Farmrail, Inc. The report said that since 45G was enacted, derailments on shortlines have declined by 50 percent and an extension of the tax credit is estimated to drive a 63 percent reduction in the cost of capital.

ASLRRA explains this provides a strong incentive to continue to increase investment in shortline infrastructure.

“The Short Line Tax Credit is shown to be

Supplier News

smart public policy, improving safety and efficiency for our customers and our businesses. It is a proven solution, and we urge Congress to take action now to extend the Short Line Tax Credit. It will allow smaller railroads to continue to improve their safety performance, better serve their customers, and remain a catalyst for economic growth in areas of the country that would otherwise not have connectivity to the national rail network.” said Jerry Vest, chairman of ASLRRA’s Legislative Policy Committee and senior vice president, Government & Industry Affairs, Genesee & Wyoming Railroad Services, Inc. Using a cost of capital analysis, the report makes the case for why the Short Line Tax Credit provides more incentive to invest versus the Tax Cuts and Jobs Act alone.

According to the report, the application of the 45G tax credit for a marginal investment below the $7,000 per track mile tax benefit cap lowers the cost of capital by 63 percent. Economics researchers have estimated that a decline of this magnitude is associated with a 47.3 percent increase in investment. By comparison, the impact of the Tax Cuts and Jobs Act through its reduction in the corporate tax rate and expensing for equipment on a shortline railroad company is a reduction in the cost of capital of 1.2 percent, which is associated with only a 0.9 percent increase in investment.

ASLRRA is seeking to make the 45G tax credit permanent through the Building Rail Access for Customers and the Economy (BRACE) Act.

THE

A L S TO M ’ s s h a r e h o l d e r s approved a proposal to merge th e c o m p a ny w i th S I E M E N S MOB ILIT Y business at a J uly meeting in Paris.

BALFOUR BEATT Y opened its new Rail Innovation Centre at its Raynesway facility in Derby, Britain in late June.

The North Carolina Department of Transportation Rail Division has selected DEWBERRY to provide the department with general rail planning services.

SOUTHEASTERN PENNSYLVANIA TRANSPORTATION AUTHORITY released a Request for Proposal to advance engineering work on its King of Prussia Rail extension of the Norristown High Speed Line.

VOSSLOH signed a multi-year framework agreement for the delivery of special trackwork, t u r n o u t s s p e c i f i c a l l y, w i t h Canadian National; this is the second supply agreement Vossloh h as sign e d with CN this year. The special trackwork contract has been concluded by the Customized Modules division.

The Terminal Railroad Association of St. Louis selected WALSH CONSTRUCTION to rebuild the Merchants Bridge in a the $172 million project.

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August 2018 // Railway Track & Structures 5

Industry today

OSHA proposes rule to clarify, exempt rail work equipment standards from cranes and derricks rule A proposed rule by the Occupational Safety and Health Administration (OSHA) would exempt many types of rail equipment from the final Cranes and Derricks in Construction rule, which was published in 2010.

The proposal is the result of a settlement agreement between OSHA and the Association of American Railroads (AAR).

AAR challenged certain requirements affecting railroad roadway work equipment with the negotiated settlement agreement calling for OSHA to propose a rule that provides clarifications and exemptions affecting work on or along railroad tracks.

The proposed OSHA revisions include two groups of exemptions: One for certain equipment with low-hanging attachments used to perform trackwork and a second for certain requirements applicable to all railroad machines used in track construction and covered by OSHA’s standard.

The proposed rule exempts flash-butt welding trucks, as well as “other railroad roadway work machines equipped only with hoisting devices used to suspend and move their workhead assemblies low and close to the rails.” OSHA’s proposed limited exemptions would also apply to work on the construction of railroad tracks and supporting structures, such as work on crossties, ballast, roadbed, poles or other structures where railroad signal devices and signage are mounted.

The rule does not exempt work or equipment performed on bridges as OSHA says the use of cranes and derricks on bridges exposes workers to the same hazards as in other construction work.

The proposed rule’s definition of a “roadway maintenance machine” also has situational applications. For example, a crane owned by a railroad would not meet the definition of a roadway maintenance

machine when engaged in constructing a building or railway platform, but the same crane could later meet the definition if used to install railway track.

Also of note in the proposed rule is the exemption of railroad equipment operators from the certification requirements in the standard. Federal Railroad Administration standards address these operators and take precedent over OSHA standards.

The proposed rule includes several provisions relating to safety devices, work-area controls, out-of-level work, dragging loads sideways, equipment modifications and manufacturer requirements.

OSHA said the proposed rule would “maintain safety and health protections for workers, and address employers’ compliance burdens.”

Comments to the proposed rule can be submitted through Sept. 17, 2018, by mail, fax or electronically at http://www.regulations.gov.

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6 Railway Track & Structures // August 2018

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NOFO issued for more than $318M in CRISI grants A Notice of Funding Opportunity (NOFO) has been issued by the Federal Railroad Administration (FRA) for more than $318 million in available Consolidated Rail Infrastructure and Safety Improvements (CRISI) Program grants.

Projects eligible for these funds include the deployment of non-positive train control railroad safety technology and rail integrity inspection systems; capital projects; gradecrossing improvements; rail line relocation and improvements; regional rail and corridor service development plans and environmental analyses; any project necessary to enhance multimodal connections or facilitate service integration between rail service and other modes; the development and implementation of a safety program or institute and any research to advance any particular aspect of rail-related capital, operations or safety improvements.

FRA says this NOFO will assist in

funding projects that improve intercity passenger and freight rail transportation safety, efficiency, and reliability. At least 25 percent of the funds will be directed towards rural communities.

FRA also notes that selection preference will be given to projects with a 50-percent non-federal funding match from any combination of private, state or local funds. The U.S. Department of Transportation will also consider how well the project aligns with key departmental objectives including supporting economic vitality; leveraging federal funding; preparing for life-cycle costs; using innovative approaches to improve safety and expedite project delivery and holding grant recipients accountable for achieving specific, measurable outcomes.

“These CRISI grants will help make rail systems safer and more efficient for local communities throughout the country,” said FRA Administrator Ronald L. Batory.

Correction: American Concrete grade-crossing surfaces section A section highlighting American Concrete products and services was inadvertently omitted from the June article on grade-crossing surfaces.

Information on the company is included below.

American Concrete Products offers an Americans with Disabilities Act (ADA)-compliant, colored flangeway filler, as well as composite and steel ties that are being used more often, says Buz Hutchinson, Railroad Sales and Service, noting the importance of offering a precast crossing that can be secured to that type of tie.

The company’s surface is a light broom finished concrete sealed from contaminates.

Hutchinson said the concrete used in manufacturing has a much higher compressive strength than specified.

Recently, Hutchinson said orders from transits and shortlines have continued to increase.

Crossing panels for pedestrian areas at lightrail stations are also in high demand and many more locations have ADA-compliant crossings specified. He notes light-rail transit projects have seen a significant increase, as well.

“Instead of routing these lines through blighted areas in the cities, they are combined rtands.com

with projects that construct condos, business and shopping centers that will attract more passengers. This is evident in projects such as the Brightline from Orlando to Miami,” Hutchinson said.

Another trend Hutchinson noted was that Class 1 railroads are thriving along with the rest of the economy.

“They do understand that growth cannot be achieved without reinvestment,” he explained.

With the push toward higher speeds, Hutchinson said concrete crossings have long been used on high-speed rail projects with no modifications.

Hutchinson notes there is competition with other choices of material, but believes the company is up to the challenge.

“Competition is good for the user,” he said.

“Concrete crossings continue to be the material type of choice. The long life cycle of a concrete crossing is the largest selling point to owners. Our 12-year warranty is unmatched and continues to be the reason we are the material of choice.”

American Concrete Products has locations in Omaha, Neb., Dallas, Texas, as well as Kansas City, Kan.

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August 2018 // Railway Track & Structures 7

Industry today

OLI, FRA award grants in 16 states for programs aimed at enhancing rail safety Operation Lifesaver, Inc., organizations in 16 states have been awarded grants that will be used to fund a variety of crossing safety and trespass prevention education efforts.

The grants, which were awarded in partnership with the Federal Railroad Administration (FRA), total more than $200,000 with individual awards ranging between $1,800 and $20,000. The grants will benefit OLI programs in Alabama, California, Georgia, Idaho, Indiana, Kansas, Kentucky, Michigan, Minnesota, Mississippi, Missouri, Nevada, New Jersey, North Carolina, South Carolina and South Dakota.

“We must continue to target grade-crossing and trespasser deaths with an unrelenting commitment toward zero tolerance,” said FRA Administrator Ronald L. Batory. “Educating the motoring and pedestrian public about how to be safe near railroad tracks is a neverending task that will help reduce risk while enhancing safety.”

OLI say the funds will support education projects being held in conjunction with Rail Safety Week, which will be observed in the U.S. and Canada from Sept. 23-29, 2018. The theme of this year’s Rail Safety Week is “Stop Track Tragedies.”

OLI Interim President Wende Corcoran said, “These grants, which fund innovative community outreach and education projects, are an important part of Operation Lifesaver’s ongoing rail safety efforts in 16 states across the U.S., in support of our mission to eliminate collisions, injuries and deaths at crossings and along rail property.”

The state OLI recipients of the grants plan to use the funds for a variety of campaigns including television and radio advertising, geofencing campaigns, as well as various targeted campaigns based on geography, driving ability, occupation and other demographics. A full list of efforts can be found on OLI’s website.

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8 Railway Track & Structures // August 2018

East Link Bellevue tunnel excavation completed Excavation for a tunnel that will connect Sound Transit’s East Main and Downtown Bellevue stations for future East Link light-rail service was completed in late July.

“This tunnel is the culmination of over a decade of vision, hard work and tenacity by local and regional leaders, planners, workers and many, many members of the public who all insisted on a great transit connection through downtown Bellevue,” said Sound Transit Boardmember Claudia Balducci.

Sound Transit explains that its contractor utilized sequential excavation method (SEM) on the tunnel, which allowed excavation to be completed in 15 months; a full five months ahead of what was forecasted for the project. SEM employs conventional equipment including track-mounted excavators and cutting equipment to remove soil in small sections and support excavated areas with spray-applied concrete.

Officials pointed out the many benefits SEM brought to the Bellevue project including minimized disruption to traffic, reduced noise and dust impacts, as well as the reduction of utility service disruptions.

Sound Transit also said the method implemented continuous monitoring, enabling crews to react to changing ground conditions as they occurred. Atkinson Construction, the tunnel contractor, used observational methods and numerical modeling to adapt its excavation to different ground conditions in different areas of the tunnel, enabling them to complete the work safely and efficiently. With excavation complete, Atkinson will begin constructing the tunnel’s final concrete lining, a process that is expected to take another year to complete.

East Link will extend light rail 14 miles from downtown Seattle to downtown Bellevue and the Overlake area of Redmond via I-90. When service begins in 2023, eastbound trains will enter the tunnel north of the East Main station at 112th Avenue Northeast and Main Street and travel approximately one-third of a mile, under 110th Avenue Northeast and turning east near Northeast Sixth Street to emerge at the future Downtown Bellevue Station. rtands.com

Industry today

CN lays out Ontario capital program for 2018 Canadian National’s Ontario network will see a CA$315 million (US$239.8 million) investment from the railroad in a bid to expand and strengthen the company’s rail infrastructures across the province.

The investment is part of the Class 1’s record capital plan for 2018 and adds to the CA$1.2 billion (US$913 million) CN has spent in Ontario during the past five years. It also marks the eighth province plan the railroad has detailed recently. CN has also unveiled capital plans for Nova Scotia, New Brunswick, British Columbia, Manitoba, Alberta, Quebec and Saskatchewan. With the Ontario capital program, the total the railroad will invest in its Canadian network in 2018 is CA$1.56 billion (US$1.2 billion).

“We are investing for the long haul with these projects to boost capacity and network resiliency to meet growing demand across our economy,” said Michael Farkouh, vice-president of CN’s Eastern Region. “Our investments in track and intermodal yard capacity combined with new equipment will help us deliver superior service to our customers in Ontario and North America. Additionally, our substantial investments to renew our existing railway infrastructure underscores our commitment to operating safely.”

Highlights of the work to be performed include a new train passing siding in CN’s transcontinental corridor through Northern Ontario linking Toronto and Winnipeg and intermodal rail yard expansions that will improve efficient movement of containers into and out of the Greater Toronto and Hamilton Area.

CN’s Brampton Intermodal Terminal, the railroad’s largest intermodal facility, will see investments in a satellite intermodal facility to provide temporary capacity, as well as investments in intermodal equipment and infrastructure to serve the railroad’s growing cold supply chain business. A new train passing siding will be constructed east of Sioux Lookout.

Provincial maintenance program highlights include replacing approximately 90 miles of rail, installing more than 380,000 crossties, rebuilding approximately 60 grade-crossing surfaces, as well as maintenance work on bridges, culverts, signal systems and other track infrastructure. rtands.com

Met Council, Hennepin County, TC&W reach Southwest LRT agreement Plans to extend light rail from Minneapolis to Eden Prairie, Minn., advanced in mid-July after Hennepin County and the Metropolitan Council approved several agreements with a freight rail operator that will share a portion of the corridor with light rail.

The agreements with the Twin Cities & Western Railroad Company will now be considered by the Surface Transportation Board (STB).

A favorable ruling from the STB will allow the Met Council to reapply to the Federal Transit Administration to allow construction on the Green Line Extension (Southwest LRT) to move forward later this year. The Met Council would then submit its application for federal funding, which is expected to cover roughly half of the project costs.

“This region expects almost a million more people between 2010 and 2040,” said

Met Council Chair Alene Tchourumoff.

“To accommodate such growth, we must build Southwest LRT, which is critical to the economic health and mobility of our region. The continued ability of this project to overcome significant challenges, including reaching agreements to share rail corridors with three different freight rail companies, is no small feat.

“This important project continues to move forward because of our partnership with Hennepin County and the commitment of so many local officials, project staff and residents to see it become a reality,” Tchourumoff said.

After its completion, the 14.5-mile transit line is set to better link passengers to jobs in Minneapolis, St. Louis Park, Hopkins, Minnetonka and Eden Prairie. The construction of the line is also expected to create 7,500 jobs, officials said.

www.amconco.com

August 2018 // Railway Track & Structures 9

Industry today

People Marc Devlin joined AECOM as executive vice president and region executive of the firm’s design consulting services business in Canada.

The ALASKA RAILROAD promoted George Newman to senior director of Advanced Train Control Systems in early July. Newman succeeds Eileen Reilly, who retired.

B ob O’Malley, form e rly of CSX Transportation, has joined BRIGHTLINE as vice president of government affairs in a newly-created role.

Jean-Jacques Ruest has been named president and CEO of CANADIAN NATIONAL by the railroad’s B oard of Dire ctors. He was also appointed to a position on the board.

C SX made three key executive appointments. Executive Vice President and Chief Administrative Officer Mark Wallace was appointed

10 Railway Track & Structures // August 2018

executive vice president sales and m a r keti n g; D i a n a S o r f l e et ta ke s Wa l l a c e’s titl e a s E V P a n d CAO and Kevin Boone, who previously reported to Wallace, will continue as vice president corporate affairs and chief investor relations officer, and will report to president and CEO James Foote.

Wa d e B e nto n, PE, retu rn e d to H N T B C O R P O R AT I O N a s s e n i o r project manager and associate vice president, and will be based in the firm’s Austin office.

T h e M A S S AC H U S E T T S B AY TRANSPORTATION AUTHORITY named Danny Levy as chief customer officer.

R AT P D E V U S A , t h e N o r t h American subsidiary of the global transportation provider, appointed Russ Tieskoetter to ser ve as chief operating officer of RATP Dev USA.

T h e R A I LWAY E N G I N E E R I N G MAINTENANCE SUPPLIERS ASSOCIATION selected Jacob Carter as its new government affairs manager.

President Donald Trump nominated Martin J. Oberman to fill the final open slot on the SURFACE TRANSPORTATION BOARD the White House announced in early July.

TRINITY METRO brought former Fort Worth City Council Member Salvador Espino on board as the agency’s new director of government relations.

Watco Companies, LLC, named Rick Webb executive chairman; Dan Smith as CEO; Nick Coomes as chief operating of ficer; Stefan Loeb as chief commerical of ficer; Rachael Pete rso n as c h ief p e o p l e of f ice r and Ed McGuire as chief investment officer. Rick Baden will continue as president and CFO.

rtands.com

NRC Chairman’s Column

NRC 2019 Conference – education grants – grassroots

W

“

it continues to get better every year, setting new attendance records and providing a great way to start the year.

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

e are in the extreme heat of summer. As a reminder, ensure that all employees are focused on hydration, rest and proper diet to prevent heat stroke or stress.

Let’s also look ahead to Florida in January 2019 and the NRC Annual Conference and NRC-REMSA Exhibition. It is now time to start making your arrangements to attend the 2019 NRC Annual Conference & NRCREMSA Exhibition. The room block, conference and exhibit registration opened Aug. 6. The conference will start on Jan. 6 and will close with a final reception on Jan. 9. It will be held at the wonderful and newly rebranded J. W. Marriott Resort in Marco Island, Fla. This is one of the rail industry’s premier events. It continues to get better every year, setting new attendance records and providing a great way to start the year.

Our outstanding line-up of speakers, largely comprised of chief engineers from Class 1 railroads, shortlines, transit agencies and state departments of transportation, continues to impress. The event gives all the suppliers and contractors in attendance a good feel for what opportunities there will be in the coming year.

We’re also thrilled to announce a keynote address from a man who needs no introduction to most of you, BNSF Executive Chairman Matt Rose.

The exhibit hall continues to flourish also. This past year there were more than 150 exhibitors, another record. And with terrific exhibit space at the J. W. Marriott Resort we expect the exhibit hall to be even bigger and better this year.

The exhibits, hotel room block, golf tournament, fishing and a new option of an Everglades tour by airboat are all expected to sell out quickly, so make your reservations now. There will also be a great spouse program including spa package options and this year we are adding a guided kayak tour of the back bays of the Gulf of Mexico and a dolphin and shelling boat cruise.

To register for the 2019 NRC Conference and/or arrange an exhibit booth for your company and for more information, please go to www.nrcma.org/2019conference. The conference website also provides a link to the hotel to reserve a room or the hotel can be

reached at (239) 394-2511. If you have any questions on the conference, please contact Matt Bell, conference@nrcma.org or by phone at 202-715-1264.

For more information about reserving an exhibit space, booth pricing, show hours, and more, please visit www.remsa.org/nrcremsa2019. Please contact Urszula Soucie with REMSA at 202-715-2921 or soucie@ remsa.org for all exhibit-related questions.

Separately, the NRC has awarded two $15,000 Educational Grants this year.

University of Kentucky (in memory of our friend, colleague and NRC Director Nate Henderson) and Michigan Tech are this year’s winners. Both universities presented very compelling, detailed and well thought out applications and were clear winners.

To close, I’m happy to report that our Congressional grassroots visit program is going strong! This summer, NRC member companies have had numerous elected officials out to visit their facility and construction project sites.

A special thanks to Federal Railroad Administrator Ron Batory, Rep. Peter DaFazio, Rep. Will Hurd, Rep. Randy Weber, Rep. Mark Sanford, Rep. Gwen Moore, Rep. David Scott and Sen. Amy Klobuchar for taking time out of your busy schedules to view facilities and rail construction project sites in your territories.

These visits give members of Congress first-hand knowledge of the rail industry and demonstrate how rail contractors and suppliers are positively affecting the rail industry and the local and national economy.

Also, thanks to NRC member companies Clark Construction, Delta Railroad Construction, Geismar-Modern Track Machinery, J-Track, Kiewit, Knife River, Loram, Ragnar Benson, RailWorks and Tensar for hosting events so far this year. If you are interested in hosting your Congressman or Senator, please contact Matt Bell at mbell@nrcma.org.

Finally, I wish everyone a safe and successful month.

Mike Choat NRC Chairman August 2018 // Railway Track & Structures 11

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TTCI r&D

Pad engineering could lead to track improvement TTCI evaluates the usefulness of under-tie pads in various applications

by Duane Otter, Ph.D., P.E., scientist; Mike McHenry, senior engineer II; Yin Gao, Ph.D., senior engineer I, Transportation Technology Center, Inc. ; Prof. Erol Tutumluer, University of Illinois

T

he use of pad materials has become increasingly common in railroad track applications in recent years. Examples include the use of pad materials on bridge decks and bridge approaches, in special trackwork and in open track. Pad locations include under-tie pads (UTPs), as well as under-ballast mats, base plate/tie plate pads

and casting or rail seat pads. The focus of this article is on UTPs, which can be found in open track applications, as well as bridge and special trackwork applications.

The most common purposes for using engineered pads in track applications are to reduce or adjust track stiffness, reduce dynamic impact forces and sometimes to reduce noise or vibration in urban areas.

In several tests, engineered pads have caused substantial reductions in peak forces, thereby reducing frequency of track maintenance.

Current industry practice for the use of engineered pads in North America ranges widely. Some railroads do not use any UTPs and some railroads are using them in test situations. Some have established internal standards for UTPs in specific applications.

Evaluation of UTPS in curve at FAST Engineers at Transportation Technology Center, Inc. (TTCI), are evaluating the performance of various combinations of concrete ties with UTPs at the Facility for Accelerated Service Testing (FAST), in

Pueblo, Colo. All test ties are located in a five-degree curve with four inches of superelevation. Figure 1 is a diagram of the test layout. Figure 2 depicts the under-side view of the test ties. Typical train operating speed is 40 mph and the train rarely has any high impact wheels.

Observations after more than 900 million gross tons (mgt) of service are that the ties with the elastic rubber pads shift laterally throughout time and due to tonnage, as shown in Figure 3. A ballast regulator has been used to restore the ballast section in this tie zone. The adjacent zones with the control ties (with no pads) and the elastoplastic pads have not shifted.

The surface of the elastic rubber pads shows little evidence of wear or indentation, as shown in Figure 4. By contrast, the surface of the elastoplastic pads shows that the pad has conformed to the ballast particles over time, as can be seen in Figure 5.

This difference in pad behavior is likely responsible for the differences in lateral movement, as the elastoplastic material had a better grip on the ballast.

TTCI removed ballast samples from each

Figure 2: (Left to right) Conventional tie with elastoplastic UTP; conventional tie with elastic rubber UTP; conventional tie with no UTP; half-frame tie with elastoplastic UTP.

Figure 1: Concrete tie and UTP test layout in five-degree curve at FAST.

14 Railway Track & Structures // August 2018

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TTCI r&d

of the tie test zones after 900 mgt of traffic.

Ballast gradation test results are shown in Figure 6. The Fouling Index (FI) numbers are also shown. The ties with the elastic rubber pads exhibited the most degradation. They had even more degradation than the control ties with no pads.

In order to better understand the difference in performance among the various tie and pad combinations, TTCI installed “SmartRock�1 transducers, a product developed by Dr. Hai Huang at Penn State University, directly under a control tie and under conventional ties with both types of pads. The SmartRock transducers transmit digital estimates of local ballast movement and acceleration under dynamic loading.

The transducers indicated much greater movement under the UTP1 ties (elastic rubber pads) as compared to the control and UTP2 ties (elastoplastic pads). The vertical acceleration spectrum is shown in Figure 7, wherein little difference is observed among the three tie types. The lateral acceleration spectrum is shown in Figure 8. Note that the UTP1 ties seem to be associated with much higher lateral accelerations in the ballast beneath the tie. The higher lateral accelerations likely are related to the amount of lateral track shift that was observed in Figure 3.

These measured differences are consistent with previous observations. The

concrete ties with the elastoplastic pads have improved lateral stability compared to the ties with the elastic rubber pads.

Similar concrete ties with elastic rubber pads performed well on concrete bridge applications a number of years ago. 2, 3 Those ties reduced the dynamic impact forces into the bridge girders, as well as reducing the track surfacing demand. It is

Current industry practice for the use of engineered pads in North America ranges widely. likely that the presence of ballast curbs on the bridge decks provided sufficient lateral strength, so lateral movement was not noted.

Bridge approach study The UTP 3 ties installed at the bridge

approach are similar to the UTP 1 ties, which feature an elastic rubber pad with a relatively smooth surface. The top-of-rail measurements shown in Figure 9 indicate that the control ties (without UTP) exhibited a 0.7-inch dip near the bridge approach.

The UTP3 ties eliminated the dip but resulted in larger track deflection and a wavy surface in the track farther from the bridge with standard concrete ties.

Future research More research is needed to understand the best properties for pads in specific applications. There are currently no North American standards for testing the various mechanical and dynamic properties of pad materials for most railroad applications.

Other considerations for testing include fatigue and cyclic loading, bond strength and shear strength and freeze-thaw resistance. It might be best to begin by looking into the various international standards and best practices, such as those implemented in Europe.

Summary and recommendations Under-tie pads have been shown to reduce the stress state of key components on North American railroad networks. However, the pads must be engineered to meet the demands of the particular application.

Foamed rubber/elastoplastic pads appear

Figure 4: Bottom surface of elastic rubber pad after 900 mgt.

Figure 5: Bottom surface of elastoplastic pad after 900 mgt.

Figure 3: Track lateral shift in tie zone with elastic rubber UTPs.

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August 2018 // Railway Track & Structures 15

TTCI r&D

to provide better dynamic lateral stability, particle embedment and less ballast degradation for an open track application on a heavyhaul railway line.

Not all pad materials are the same. Properties to consider during the selection of a pad material include stiffness, damping, thickness, fixation to tie, elastic/elastoplastic behavior and tie handling.

Application in curved track might present additional challenges as compared to those in tangent track.

Testing requirements and recommended ranges of properties for specifications are needed to help with proper application and implementation into a recommended practice. Such testing requirements and recommended properties will also be useful for other pad applications, including UTPs for special trackwork, such as frogs and crossings, UTPs for bridge and bridge approach

applications and pads at other locations (rail seat or base plate) in special trackwork, such as frogs and crossings.

References 1. Liu S., Huang H., Qiu T., Y.Gao. ASME/IEEE Joint Rail Conference, 2016 Joint Rail Conference. “Study on Ballast Particle Movement at Different Locations Beneath Crosstie Using ‘SmartRock.’” ASME. 2. Akhtar, M. N., Otter, D, and Doe, B. July 2006. “Stress-State Reduction in Concrete Bridges Using Under-Tie Rubber Pads and Wood Ties.” Technology Digest TD-06-016. Transportation Technology Center, Inc. Pueblo, Colo.

3. Li, D. and Maal, L. 2015. Proceedings of the 2015 Joint Rail Conference. March 23-26, 2015. “Heavy axle load revenue service bridge approach problems and remedies.” San Jose, Calif.

Figure 6: Ballast gradations after 900 mgt under various test ties (Courtesy of Prof. Erol Tutumluer, University of Illinois).

Figure 8: Lateral accelerations under test ties.

Figure 7: Vertical accelerations under test ties.

Figure 9: Top-of-rail measurement after 30 mgt for control ties with no pads and ties with UTPs.

16 Railway Track & Structures // August 2018

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Welding

Rail welding:

In a flash

The Plasser American APT1500RL mobile flash-butt welder incorporates Plasser’s robot welding system onto a North American hi-rail truck platform.

Customers still need safe and reliable welds, but recent work window constraints means the welding process must now be more efficient.

by Mischa Wanek-Libman, editor

W

elding processes have long focused on quality and consistency, but now speed is entering the equation.

Welding service providers are responding to their customers’ requests with more information rich data, improved ignition and power systems, as well as new or enhanced partnerships aimed at helping their customers do more in less time.

Holland Holland LP explains that providing more data and a focus on improved safety help to drive productivity and the quality of its service offerings.

“Our customers continue to strive for more performance data from both our operating teams and our weld performance itself. Our suite of technical infrastructure featuring our Intelliweld® control system and MOW Dashboard give the customer access to real time data. The parameters Intelliweld® captures allow us to give the customer more and more detail than ever before, both on weld info and productivity,” said the company.

18 Railway Track & Structures // August 2018

Holland, citing its customers’ requests for improved safety, life and productivity, continues to focus on improved weld quality by achieving 5.6 sigma defect rates for all welds it produces.

“We have achieved this through our proprietary weld control system, Intellweld®, and operating procedures. Current welding research is driving the process to reduce the HAZ and achieve high consistency of performance in the field,” explained Holland.

In addition to improving the weld quality, Holland notes that it is developing new technologies for welding support processes to improve safety, quality and productivity.

“We have several other projects underway that will continue to provide efficiencies in both on track and fixed plant welding. We’re excited to present on some of this research at AREMA in September,” said the company.

Lincoln Electric Lincoln Electric Company in Cleveland, Ohio, says it has improved the welding power source most commonly used by

railroads. The Air Vantage 600 welding machine is a three-in-one, 600 amp welder, 20,000-watt continuous AC generator, with a 60-cfm air compressor, used for welding and gouging defective base metal in manganese frogs and crossing diamonds.

The company calls its recently released Air Vantage 600 SD Hydraulic model a “true four-in-one machine. It combines a 600-amp welder, 20,000-watt continuous AC generator, 60-cfm air compressor and 10-gpm hydraulic pump.

“Some of the railroad customers approached me several years ago about ideas to eliminate wear and tear on the truck engine while using hydraulic tools,” says Brian Meade, manager of global railroad accounts for Lincoln Electric. “By adding the hydraulic output to the welding machine, not only did we achieve this, but we also cut costs by eliminating some of the expensive hardware on the truck.”

Meade explained that the main goal is to extend the life cycle of the truck engines and noted that the hydraulic pump installed in the welding machine will integrate with a hydraulic manifold and cooling system on the truck. rtands.com

Welding

The Air Vantage® 600 SD Hydraulic also includes a belt-driven compressor with separate gauges to monitor compressor hours and pressure, as well as the Casappa® PHP20 hydraulic pump that delivers 10 gal/ min at 3000 psi.

Meade added, “With the improvements made in the past to the heating apparatus, welding wires, and wire feeders, we are very excited to add the Air Vantage 600 hydraulic to the mix. The advancements railroads have made in rail welding in the past ten years are absolutely incredible.”

Orgo-Thermit Orgo-Thermit, Inc., a member of the Goldschmidt-Thermit Group, not only manufactures and supplies aluminothermic welding products and equipment, but also provides services that support quality welding processes.

The company’s RAILSTRAIGHT Compact is an electronic precision measuring device for inspecting the rail’s longitudinal profile, measuring properties of a weld and comparing measurements RT&S_Print_Hor.ai

1

7/24/18

electronically to the specifications set by railroad owners. Orgo-Thermit says the product ensures compliance to AREMA Chapter 4 recommendations on finish grind tolerances of field Thermit® welds and flash-butt welds.

Orgo-Thermit also points to its SMARTWELD Jet as another example of a solution developed to improve work processes.

“The SMARTWELD Jet is designed for automated preheating of a Thermit® weld ensuring precise execution of the preheating process and guaranteeing high weld quality, increasing safety with economic efficiency,” explained the company. “By automating the preheating process and not requiring compressed oxygen, the propane-air burner, SMARTWELD Jet, optimizes the work process and preheating errors are minimized. Documentation is generated, on site, with use of the Goldschmidt Digital App.” Responding to customer needs is what drives the company’s research and development efforts.

“Users request a need for improved wear

resistance of thermite welds; that is, harder and longer lasting welds with less surface degradation,” said Orgo-Thermit. “The equipment used and installation of the weld must be user friendly, ideally not having additional equipment pieces or process steps over current installation practices.”

On that note, the company developed a new alloying concept it refers to as Thermit 2.0. This high hardness, full section alloyed (FSA) thermite weld is installed using the same degradable crucible, molds and installation parameters as standard thermite welds. Orgo-Thermit says that the new alloying concept has shown considerable increase in hardness, resulting in less running surface degradation while maintaining excellent ductility properties. The welds are in testing at the High Tonnage Loop within Transportation Technology Center, Inc. (TTCI), with longitudinal profiles and hardness measurements taken every 50 mgt.

The company has also developed a degradable crucible with a new ignition process. The SAFESTART Crucible comes

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August 2018 // Railway Track & Structures 19

Welding

Orgo-Thermit’s RAILSTRAIGHT Compact is an electronic precision measuring device that, among other things, measure properties of a weld.

with a build-in ignition system that uses a non-HAZMAT and locally developed starter mixture to begin the Thermit® reaction. The company explains that importation and transportation issues, associated with conventional igniters, are eliminated with the SAFESTART Degradable Crucible.

“The oxygen/propane preheating burner, used for preheating of the rail ends, is used to initiate the starter mixture, thus no additional equipment or installation steps are required,” said Orgo-Thermit.

Pandrol Pandrol signed multi-year distributor partnership agreements in February 2018 with Industry-Railway Suppliers, Inc. (IRS), in the United States and Davanac, Inc., in Canada. Pandrol says the partnership agreements are designed to boost the company’s sales and service presence.

“IRS has a history of impeccable customer service and support in the railroad industry. It was a natural evolution to continue our relationship with ESCO/IRS to better service our customers,” explained Louis Flenner, product manager, ATW-North America at Pandrol. “In addition, our company has unified under the Pandrol name. Our separate entities are still separate, but we share synergies and resources. The collaboration is wonderful and exposes our 20 Railway Track & Structures // August 2018

global subsidiaries to different markets and allows us work together on problem solving, product development, and product offerings that may not have been visible before this type of exposure.”

Flenner says Pandrol’s welding customers are under pressure to perform quality

“

The advancements railroads have made in rail welding in the past ten years are absolutely incredible.

welds within a smaller window of time. This has prompted Pandrol to conduct trials on building additional “margin of error” into its welding product line.

“We are looking into how we can help the end user produce a quality aluminothermic weld under these constraints.

In addition, we are a much larger entity under Pandrol and are looking at our other divisions on how we can work together to

offer more services and bundle our core competencies together to better serve our customers in the welding, tools and equipment and fastener product lines. In addition, our EQC product line is plugging away at being more mobile with alternative power sources while our ATW product line is right there to test and validate the prototypes when needed,” said Flenner.

On the research and development front, Pandrol is conducting trials at TTCI with its Hybrid Mold product line and exploring product modifications that may be beneficial to its customers and extending weld life.

Additionally, the company is incorporating shot-peening into this study.

“This process has been used in other markets across the globe with extremely positive results. Our sister companies in Australia and France have been using this process for more than 10 years and there has been an interest from our customers in North America,” said Flenner. “At the annual TTCI conference in March, Gary Fry and Joe Lapresti presented data and updates on shot-peening procedures.

TTCI has been exploring this procedure for some time and published positive results at the annual conference this year.

We are excited to pursue this procedure in our market.”

Plasser American Plasser American Corporation introduced its APT1500RL mobile flash-butt welder to the North American market last year. The welder incorporates the Plasser APT1500R welding robot system onto a North American hi-rail truck platform. The machine design allows the truck to be transported over the road without removing the welding head.

Plasser American says the automated welding process utilized by the APT1500R rules out operator errors and results in high reliability and documented welds of consistent high quality. The welder is capable of making both conventional and low consumption welds.

The welding head automatically aligns the height and running surface, as well as crowns the rail, the automatic centering device measures rail alignment via distance transducers located in the weld head. Plasser states that a record of each weld is created and stored and the measurements are saved for quality assurance reasons.

The company says a feature of this new APT1500R weld head is its working parameters of up to 10 inches stroke with 168 tons rtands.com

HIGH CAPACITY I PRECISION I RELIABILITY

The best connection The new technology of the APT1500RL offered by Plasser American is the first flash-butt welding machine that can weld rails fully automatically without manual interaction. Thanks to the integrated capability of the APT1500RL to perform automatic closure welds, a separate rail pulling device is not needed. Main features of the new rail welding robot are: fully automatic alignment of the running edge and top of the rail, pulsation welding to achieve a high-quality weld in shorter time and with less burn-off as well as automatic evaluation and documentation of the weld.

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

Welding

of pulling force, which allow closure welds to be made without the use of additional rail pullers.

Another special feature the company points to on the weld head is its utilization of alternating current with a medium frequency of 1,000Hz allowing the use of very small transformers in the weld head.

The head runs on direct current, which Plasser says, has a positive effect on the weld quality.

The welding shear places a load only in the direction of compression utilizing separate hydraulic cylinders. This allows for immediate shearing of the weld, even for closure welds under full load. The design of the clamping jaws eliminates the need to grind off company markings on the rail web, thus reducing preparation time stated Plasser.

The Plasser APT1500R is also available as a rail bound machine or on a container platform.

Progress Rail Progress Rail, a Caterpillar Company, has been developing enhancements to its

welding equipment and processes.

“With the increasing complexity of rail chemistry, we continue to develop new programs and processes to ensure weld quality and consistency,” said Chuck Ewing, vice president of rail welding and track services, Infrastructure Division.

The company is finalizing a high tonnage (220-ton), fully integrated welding head, which will be ready for purchase in early fall. Ewing said the AC unit will provide closure weld capabilities without the use of a separate puller.

“We are also now capable of providing customers with a rail welding technique that enhances our trackwork. We have developed a new, narrow head electric flashbutt welder that only needs eight inches of clearance – so we are able to fit into tight spaces to perform 100 percent of the welds on a turnout,” said Ewing.

He continued, “Welding in confined spaces continues to be of interest, as well as the need for faster welding processes.

All of these characteristics are still important to customers. We have addressed

Lincoln Electric calls its new Air Vantage 600 SD Hydraulic model a “true four-inone machine.

them with our newest product offerings and will continue to look for ways to improve upon meeting our customer’s needs for quality infrastructure installation and maintenance.”

KEEPING YOU

ON TRACK Progress Rail is a market leader in switches, crossings, Maintenance-of-Way equipment, signaling, rail recycling and fastening systems.

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22 Railway Track & Structures // August 2018

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Ballast

HRSI says its Automated Conveyor Train is useful when unloading ballast quickly and efficiently in precise locations, such as along curves.

Boosting ballast

distribution Ballast maintenance and distribution equipment continues its automation evolution.

By Kyra Senese, managing editor

I

n Railway Track & Structures’ semiannual ballast update, suppliers aim to continue improving their ballast maintenance and distribution-related offerings for the North American market.

Balfour Beatty Rail Balfour Beatty and its long-term technology partner Zetica Rail have developed a range of hi-rail and train-mounted trackbed inspection technologies, which include Zetica’s Advance Rail Radar (ZARR), LiDAR and vision-based trackbed inspection systems.

“Understanding the effect of ballast deterioration and fouling on the performance of the track superstructure is known to be a complex intertwined relationship,” said Stephen Atherton, divisional manager track solutions. “The case for an integrated approach to trackbed inspection has never been stronger.”

The systems are intended to provide a comprehensive assessment of above and below ground condition of the trackbed, Atherton explained. Information from 24 Railway Track & Structures // August 2018

a Railway Asset Scanning Car (RASC®) survey provides railroads with the ability to target ballast maintenance in a costeffective manner, including “right sizing” drainage rehabilitation, undercutting, shoulder ballast cleaning or track lifting and surfacing plans.

During the past year, the company has seen a shift within the industry toward railroads seeking to acquire trackbed condition information for condition-based maintenance planning, Atherton said.

“Targeting higher velocities across key routes along the U.S. network and the ever-present focus on improving railroad safety lie at the heart of this perceived shift,” he added.

The benefits of routine measurements to evaluate changes in trackbed condition include better predictive maintenance planning, as well as a new focus on monitoring the extent and quality of maintenance activities, Atherton explained.

“Railroads are consistently seeking automation and data-based decisionmaking through machine vision and

deep learning analytics,” he said. “These requirements are driving the industry forward as more railroad experts retire, and we face the challenge of losing their knowledge and experience.”

Balfour Beatty and Zetica Rail are responding to this demand by introducing more automation to data capture and data processing pipelines and offering training to utilize trackbed inspection data to greater effect, Atherton said.

Balfour Beatty has also observed U.S. railroads seeking to perform more ballast maintenance, including more production undercutting. This demand is typically cyclical and appears also to be influenced by the effects of years of shoulder ballast cleaning, which Atherton said can sometimes leave the condition of the track center-bound with problems related to poor track geometry and mud.

In some cases, undercutting or track lifting—if track instability is not a factor— are logical alternatives. A data-driven approach to maintenance planning can result in significant savings for railroads rtands.com

Ballast

when deciding on ballast maintenance options, as well, he said.

For 2019 and beyond, Atherton said Balfour Beatty and Zetica Rail will build on the existing RASC® platform with the addition of complementary technologies.

“These advanced technologies will provide the industry with unique and unrivalled automated inspection and reporting techniques and solutions,” he said.

Ballast Tools Equipment (BTE) This year, the BTE-325 Railroad Modified Hi-Rail Excavator is garnering attention for its versatility and durability, says Matt Weyand, sales engineer.

“The exclusive BTE four-wheel hi-rail system provides power for on-rail ballast maintenance,” Weyand said.

The Rototilt attachment, with a 360-degree rotation capability and 40-degree tilt, allows operators to profile the ballast in various positions while remaining on the track. Paired with a ditching bucket or one of BTE’s high-performance undercutters, the BTE-325 is an indispensable track

rtands.com

maintenance workhorse.

As for recent trends, Weyand said good drainage and ballast maintenance are the top priorities of all railroads.

“It’s critical; BTE carries a wide array of attachments for ballast maintenance,” he said. “With the BTE Attachment Recognition System, which automatically sets hydraulic flows, pressures and joysticks for attachments, changing attachments is fast and easy.”

Weyand added that all BTE machines are engineered with a very durable, robust hi-rail system, which is designed to handle long distances traveling on the rail.

“What sets us apart from our competitors is our superior drive system for traveling on the rail,” he said.

The BTE-325, with a top on-track speed of approximately 22 mph, is meant to quickly reach the jobsite. With BTE’s assortment of attachments, Weyand said the BTE-325 can be used 365 days a year.

Georgetown Rail Equipment Co. Now in its second year in the field, the

next-generation DumpTrain for Curves™ from Georgetown Rail Equipment Company continues to provide new aggregate delivery capabilities for railroads, the company said.

New curve trains have been put to the test this year, helping to bring tracks in the Midwest back into service after flooding.

The company’s original DumpTrain® design has served the rail industry for more than 20 years, and its design allows a single employee to efficiently and safely unload up to 2,000 tons of aggregate per hour without requiring railroad employees on the ground.

The new DumpTrain for Curves design provides the freedom to deploy multiple types of ballast for any project in curvature of up to 27 degrees, the company said.

Two of the company’s newest offerings include improvements to its side dump and ballast car automation solutions. The newest version of the company’s GateSync/Solaris product allows customers to automate the unloading of their ballast cars.

August 2018 // Railway Track & Structures 25

Ballast

The Plasser PBR2005 Ballast Regulator is a heavy-duty ballast profiling and dressing machine, which can plow, profile and broom in a single pass.

“Customers have the ability to use wireless remotes or a completely automated solution (GateSync) that will unload the train based on a track survey taken in advance,” the company said. “This technology allows the customer to place ballast precisely where it is needed all while limiting the amount of track time needed and the amount of exposure a customer’s employees have on the ground.”

HydraDump 2.0 is intended to serve as a reliable air over hydraulic conversion kit for side dump cars on the market.

“These kits serve as a reliable alternative to the traditional air solution found on many side dump cars,” the company said.

“The kits create the safest operating environment while providing fast cycle times with 75 psi of optimal air pressure.”

The kits are also capable of operating with as little as 30 psi. The newest upgrade to the kits enables customers to unload the car using a wireless remote.

“This is a huge leap forward for customers who would like to separate their employees from the cars while unloading,” the company added.

Herzog Railroad Services, Inc. Herzog Railroad Services, Inc. (HRSI), emphasizes precision in ballast placement.

“Our research and development teams bring the latest technology to our MOW equipment to increase productivity in tight work-windows and still maintain 26 Railway Track & Structures // August 2018

the highest level of safety,” Herzog said.

“Continuous investment in state-of-the-art control systems and optimized components push our ballast management equipment to the industry forefront.”

Herzog said its Automated Conveyor Train (ACT) stands out from the competition due to its ability to unload ballast quickly and efficiently in precise locations, including curves and S-curves with multiple aggregates.

The company said its ACT is the only curve train capable of unloading all 32-cars in a curve, which minimizes the need for railroads to truck material to remote worksite locations. The ACT performs effectively for use in emergency situations, new construction and routine maintenance.

Herzog’s patented GPS trains (PLUS and SMART) are also meant to minimize track time for MOW work trains. The company said its GPS ballast train consist (up to 90 cars) has unloading speeds up to 20 mph and allows for pinpoint ballast unloading while avoiding facilities such as crossings or other no-dump areas.

Herzog said it aims to continue developing new software and programming to maximize the company’s efficiencies in delivering ballast maintenance solutions to railroads throughout North America.

Knox Kershaw Knox Kershaw Inc. currently offers four

ballast regulator models. Each model allows the user access to customizable features, giving the customer a machine designed for their purposes.

The KBR 925 is the company’s largest, most powerful model. George Pugh, president and COO, said the machine comes with the most options included. The KBR 860 is a heavy-duty option at a shorter height and wheelbase for easier portability.

The KSF 940 is designed as a snow fighter, but Pugh said it but can be converted to a ballast regulator during warmer months.

The KBR 800 is a ballast regulator designed for narrow gauge. It can now be sold with a kit to convert it to different gauges.

Pugh said the company’s ballast regulator models have undergone a redesign of the fuel tanks and hydraulic system to boost fluid capacities and lengthen run-time capabilities. The machines have also had a redesign for the handrails and steps to allow for safer ingress and egress.

Knox Kershaw also shared a new service for existing customers.

“In an effort to provide cost-efficient options to the new Tier IV powered machines, Knox Kershaw Inc. now offers factory remanufactured Knox Kershaw Ballast Regulators,” Pugh said.

The remanufactured machines come with a new machine warranty, TIER 3 engine packages, and all components are new or refurbished. Trade-in allowances may be offered on select machines, Pugh added.

The company also offers remanufacturing services, with a warranty, for most KKI Ballast Regulator models. Knox Kershaw technicians and engineers will refurbish the customer’s machine utilizing the latest upgrades and components to insure longevity of service and support, he said.

Knox Kershaw Inc. is continuing to expand globally, with new sales and service representation in Mexico, Australia and Malaysia, Pugh explained. The presence of representatives in these locations is intended to provide each market with fast, reliable training, maintenance and replacement parts in their area.

Loram Maintenance of Way, Inc. Loram’s Jim Hyslip, chief engineer, civil, said the company is continually working to improve the deployment and operation of its fleet of ballast cleaning and track drainage improvement machines.

“Loram is utilizing cutting-edge technology to quantify the condition and performance of the track so that its customers have rtands.com

entire 32-car consist curve capable of unloading

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actionable intelligence for ballast and drainage improvement decisions,” Hyslip said.

Loram, through its new HyGround division, uses ground penetrating radar, scanning lidar and right-of-way imagery, along with advanced analysis of track geometry data, to determine when and where to perform ballast and drainagerelated work.

“Quantifying the condition of the ballast and drainage components of the track, and then evaluating the performance to the track based on expected operating conditions, Loram is able to provide its customers with recommendations for the most efficient utilization of its fleet of ballast and drainage equipment,” Hyslip said.

The maturity of ground penetrating radar to provide ballast fouling, moisture and roadbed sublayer information has created a paradigm shift in how the railway substructure is managed, Hyslip said. The GPR information is useful, but Loram believes that by integrating other information, such as right-of-way topography from lidar and top-of-rail performance from track geometry analysis, a more enhanced picture of the track condition is obtained.

Loram uses advanced analytical tools to evaluate geometry patterns to provide useful information on the substructure condition of the track. Track geometry patterns, in particular vertical profile (surface) patterns, are influenced by such 28 Railway Track & Structures // August 2018

things as variable ballast fouling, changing drainage condition and variable subgrade stiffness, Hyslip added.

The Loram HyGround division also provides GPR collection services from both hyrail-based platforms and through hardware mounted on rail-bound measurement cars.

“Loram recognizes the distinct trend within the railroad industry towards autonomous, on-board measurement systems and believes that GPR data will be a routine measurement within the next three to five years,” he said.

Hyslip also said Loram believes transforming collected data into actionable information, and using the information to best deploy its fleet of highly-productive ballast and drainage improvement machines brings a new capability to the North American market.

Miner Enterprises, Inc. Recently, Miner developed a stand-alone lighting system to aid in night ballasting.

The system uses solar panels to store energy during daylight hours and for powering LED work lights at night. The system allows for a safer work environment during night operations, said Christopher Gaydos, director of engineering.

Miner has also improved the internal electronics of all the aggregate systems, including the Stand Alone System. The electric stand-alone AggreGate enables independent operation of the car from anywhere

within a ballast train, eliminating the need for grouping manual and automatic cars.

The machine’s state-of-the-art electronics are intended to provide improved reliability, longevity and performance.

This year, Gaydos said the company has continued to simplify the application of the AggreGate Systems.

“We made these changes to help car builders and car shops streamline the applications and reduce labor costs,” Gaydos said.

The company has also observed an interest in night ballasting and railroads seeking to use its solar-charged lighting system to light around the work areas. Meanwhile, he said shortlines are in need of ballast cars as opposed to the larger railroads, which currently seem to have enough.

Gaydos said Miner’s AggreGate can effectively ballast inside, outside or both sides of the rail simultaneously.

These features include large guillotine door openings designed to stop ballast flow with minimum effort, easy to operate toggle-type linkage systems and tapered doors for easy ballast shut off at switches, crossovers and bridges. In addition, the remote control AggreGate allows the user to deposit ballast while remaining a safe distance from the activity.

In the coming year of business, Gaydos said Miner plans to continue working closely with its customers to understand their ballasting needs and provide safe, reliable and durable maintenance-of-way AggreGate ballasting systems.

Montana Hydraulics Currently, Montana Hydraulics is working on three new products: a new design for covered ballast hoppers for more effective work in colder climates, a new ballast car gate system designed for rugged conditions and a new hydraulic lift system for side dump car mechanisms.

The machine prototypes are in various stages of development, with a focus on highcycle use in everyday service, said Della Ehlke, owner and executive director.

This year, Montana Hydraulics has incorporated a fiber-optic laser cutting machine that allows the company to cut component pieces with more precision and accuracy, and the machine often eliminates the need for machining holes.

“The laser allows us to fabricate more components completely in-house, quicker and more cost effectively,” Ehlke said.

A returning trend the company has observed is the expectation that contractors rtands.com

Ballast

remain more involved in specific and expanded railroad safety training/ programs, Ehlke said.

“Our customers keep asking for innovative solutions to enhance their operations, improve on their safety initiatives, and help lower their cost basis,” she said. “We really like for them to keep coming back to us to help meet greater challenges.”

Montana Hydraulics is also currently in the middle of a multi-year service contract with a western Class 1, and Ehlke said the company expect its activity rate to remain steady throughout 2019.

“Our goal is to work with other Class 1s in managing moving field assets throughout their systems,” she said. “Currently, Montana Hydraulics personnel manage the maintenance and operating systems for more than 2,200 company material cars for one western Class 1 railroad customer.”

Plasser American Corp.

Plasser specializes in high-speed one-pass ballast regulators that are intended to work with high production, continuous action tampers, the company said. One-pass ballast regulators paired with high-speed tampers allow for achieving the maximum work completed within a track work window.

The Plasser PBR2005 Ballast Regulator is a heavy-duty ballast profiling and dressing machine, which the company said can plow, profile and broom in one pass.

“The unique design of the shoulder plows allow the machine to reach out and pull in ballast, which was previously beyond the reach of conventional ballast regulators,” the company said.

A powerful drive system, adjustable X-type ballast plow and unique shoulder plows allow the PBR2005 to quickly and efficiently move large amounts of ballast, the company said. The PBR2005 can easily transfer ballast from both toe lines to both shoulders in a single pass.

The PBR2005 is also available with an optional double broom, making it useful for work behind two-tie tampers or tamper and pup tamper combinations.

The BDS 100/200 Ballast Distribution System is intended to accompany the high speed 09-3X tampers. The machines are equipped with plows to profile the ballast, hopper and conveyors to distribute ballast as needed and double brooms to sweep up and store excess ballast and for final track dressing, the company said. MFS Hopper/ Conveyor cars may be added for additional ballast storage. All work is performed in a rtands.com

single pass operation.

For transit systems with high degree curves, tight clearances and restricted clearance envelopes Plasser offers the PBR550, which, in addition to ballast plows and brooms, it is also equipped with a ballast hopper for storing ballast and unloading where necessary.

Progress Rail Progress Rail said some of its key equipment models have received important technology updates within the past year.

For instance, Randy Chubaty, national sales manager for Progress Rail’s Maintenanceof-Way equipment, Infrastructure Division, said railroads value having machines that can think more intuitively, alerting operators to potential issues before they occur.

“Progress Rail recently implemented the integration of microprocessor control systems into all of our Kershaw Ballast Regulators to simplify and improve operator interaction with major systems,” Chubaty said.

All operator control functions, machine status indicators, engine display parameters and engine codes are now displayed on a 12-inch, industrial touchscreen monitor.

“Integrating this technology simplifies machine wiring and improves the machine’s ability to report any critical information back to the operator, and, if needed, mechanics,” Chubaty said.

In turn, he said the operator has an enhanced experience, reducing troubleshooting and providing the railroads with an opportunity to take proactive measures to maintain the life of their fleets.

The company also recently released a new brushcutter attachment that can be adapted for use with its Kershaw Model 60 Ballast Regulator to address vegetation management.

For winter months, Progress Rail offers attachments to convert its Kershaw Ballast Regulator into a snow removal machine.

Having multiple attachment options provides customers increased flexibility by improving their ability to utilize their equipment for multiple jobs as required, Chubaty said.

Progress Rail has also launched a customer-focused website dedicated to all Kershaw machines. Customers can access the website to search for machine-specific parts, build parts wish lists and to view images of each individual part to ensure accuracy during ordering.

Progress Rail also conducted major initiatives for its MOW product line, such

as fully redesigning all ballast components on its Kershaw Ballast Regulators, Chubaty said.

The company introduced a full line of carbide wear items for its Kershaw Ballast Regulator models. The new line of carbide wear components is intended to extend the life of ballast components and reduce the machine’s life-cycle costs.

Railroads continue to seek ways to improve reliability, while simplifying common work related tasks, Chubaty said.

“This includes culling additional feedback from our machine systems to aid in troubleshooting and having the ability to store manuals electronically on the machine,” he explained.

Vancer Vancer has recently introduced the Vancer Cemented Ballast Cribber attachment to its line of specialty railroad maintenance-ofway attachments.

The Vancer Ballast Cribber is designed to remove compacted and cemented ballast in a single swing, providing operator enhanced spot maintenance on track lines, said Mark Anderson, sales manager.

Featuring rail clamps that attach to the rail to ensure precise targeting of ballast removal, the product can accommodate various rail profiles with its adjustable rail clamp height, Anderson said.

“Our team also takes into account the serviceability and upkeep of our attachment lineup,” he explained. “The ballast cribber is developed with heavy duty cylinders for durability in the field, and it also encompasses removable teeth for easy replacement.”

Additionally, the ballast cribber has the ability to couple to a wide variety of rail maintenance equipment, making it useful for difficult ballast maintenance issues on main and remote track lines.

Life-cycle product value is an aspect the company has continued to hear more about from railroads, Anderson said.

Railroads and contractors need products that perform multiple functions, providing operators and rail maintenance crew’s versatile options while maintaining rail lines. Anderson said the company works to provide product solutions that can assist rail operations in completing projects efficiently and in less time.

“That need will always continue to be there, and we’ll continue to provide equipment that can handle multiple tasks to aid in the safety and support of our rail infrastructure,” Anderson said.

August 2018 // Railway Track & Structures 29

wish list

2018

MAINTENANCE EQUIPMENT

WISH LIST

E

ffective maintenance equipment can support larger productivity and service goals at a railroad.

In late July, Amtrak announced plans to purchase $370 million of new equipment over a three-year period. The railroad said these acquisitions will allow it to double its engineering efforts on the Northeast Corridor (NEC). The investment will accelerate maintenance work, which the railroad says will improve the overall experience for those traveling along the NEC. Amtrak is investing in one track laying system, two undercutters, five high-speed surfacing machines, heavy lift cranes for New York Penn Station and the necessary freight cars and locomotive power to help sufficiently advance the Northeast Corridor to a state of good repair.

“More than 890,000 Amtrak customers and commuter passengers rely on the Northeast Corridor for transportation every weekday and we are working to make their ride smoother and more reliable,” said Amtrak Executive Vice President and Chief Operating Officer Scot Naparstek.

Amtrak says these upgrades will significantly improve train on-time performance and the quality of its customer experience with smoother rides.

In Railway Track & Structures’ annual equipment survey, we reached out to Class 1 and large shortline holding companies seeking input and insight into what they need in their maintenance equipment.

Safety remains the top requirement, but shorter work windows have brought versatility and productivity up the priority list.

Regarding maintenance, many respondents mentioned a need for easier maintenance, as well as parts that are readily available.

And with the advancement of data sciences, interest lies in automation and diagnostics.

30 Railway Track & Structures // August 2018

RT&S thanks those railroads that participated in this survey.

1. Equipment features RT&S: Regarding m/w equipment, what are key elements you require?

For example, is it safety, reliability, speed of operation, ease of getting on and off track, ease of maintenance, cost, productivity or something else?

Kansas City Southern: KCS utilizes maintenance-of-way equipment with two core concepts in mind - safety and reliability. KCS has continued its rebuild program to minimize maintenance costs.

Norfolk Southern: Safety, reliability, productivity, vendor support and overall value.

OmniTRAX: Safety, reliability, speed of operation, ease of getting on and off track, ease of maintenance, cost, productivity are all key factors in equipment maintenanceof-way equipment. However, as a shortline, we also look for overall utility in key pieces of equipment – the ability to perform a variety of tasks across the railroad.

Watco Companies: Safety being the number one factor always. Providing our team members with equipment that improves efficiencies, while reducing probability for injury. Versatility is a plus when making an investment; having a machine that’s adaptable to different tasks and work environments. Maintenance friendly and parts availability from the vendors.

2. Key elements RT&S: What is the most important single feature, after safety, for you and your railroad? Why? KCS: After safety, the priority is productivity by maintaining track speed and working within shorter work windows.

NS: Reliability and productivity are essential qualities for our equipment. Work

Safety, versatility and productivity are the top equipment checklist items railroads reported in our annual survey.

By Mischa Wanek-Libman, editor

groups must be able to count on their equipment when time is available to work on the track. This especially is true currently with historically high traffic levels.

OmniTRAX: Portability and the ability to move equipment across a railroad to perform maintenance-of-way activities is the single most important feature for engineering machinery. rtands.com

wish list

An NS maintenance-of-way crew replaces railroad ties near Wilkes Barre, Pa., while an auto train goes by.

Norfolk Southern

Watco: Productivity and reliability are key when relying on short work windows for maintenance and rehabilitation projects.

3. New features RT&S: What new features or improvements in m/w machinery have the most appeal to you?

KCS: The most appealing advances rtands.com

currently are machines designed to allow you to maintain them easier. One example is self-diagnostics.

NS: We always are looking for a leap in technology or innovation that improves safety, efficiency and productivity. We are particularly interested in automating any of the remaining largely manual processes, such as tie plate handling and bridge tie

replacement. Other attractive opportunities involve expanding existing equipment capabilities, such as adding track geometry measurement to tampers or other machines that move across the system.

OmniTRAX: Advances in laser technology and computer processing power are the most important developments for our work.

Watco: Vendors have done a good job August 2018 // Railway Track & Structures 31

Railroads report needing machines that can add versatility and productivity to their maintenance activities.

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with machinery design and improvements overall. Onboard diagnostics and a continued focus for the end user in making repair and part replacement easier.

4. Idea machine RT&S: If you could write the specs for an ideal m/w machine, what features would you include?

KCS: Ideal machine specs would include ease of maintenance and cost reduction through multiple parts being interchangeable between machines. Newer models seem to be going in this direction.

NS: The ideal machine would eliminate all employee safety exposures, analyze track conditions, make track repairs only where required and self-diagnose as problems arise -- all of this, while operating in an autonomous, highly-productive manner.

OmniTRAX: Any standard maintenance-of-way machine or combination of machines that are fully automated, maintenance and fuel free.

Watco: Safe, fast, reliable, indestructible, autonomous operation with ability to work on and off track.

5. Beneficial machines RT&S: Looking at recent purchases, what big-ticket piece of equipment has offered the most benefit to your railroad? What about among lower-priced equipment?

KCS: Track surfacing equipment is one of the greatest benefits.

KCS established an equipment rebuild program and found a great benefit in working with manufacturers to provide the rebuild kits.

The support of rebuild kits and upgrades for current machines have extended and given new life to the work fleet.

NS: Continuous rail testing equipment and automated tie grading are making significant contributions to the health of our system. They provide greater testing frequencies while more efficiently utilizing available track windows during the actual testing process and improve the efficiency of our track repair workforce, correcting any defects. More productive rail grinding and ballast cleaning are also having a big impact.

Watco: Fully-equipped, rear-mounted boom trucks for track maintenance gangs have improved efficiencies and backhoes equipped with rail gear with all the available attachments.

6. Solutions oriented RT&S: What m/w issue do you spend the most time trying to solve: track time, productivity, etc.? What kind of machine or features would you like to see from suppliers to help alleviate the problem?

KCS: Parts availability to maintain machines is a consistent issue.

More available parts inventory to maintain machine efficiency

32 Railway Track & Structures // August 2018

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wish list

OmniTRAX: The ability to uniformly assess conditions across an entire network.

Watco: As a holding company with many railroads, ballast distribution continues to be a challenge where sometimes it doesn’t economically make sense to place ballast cars. More options for ballast distribution outside of ballast cars and rotary dumps.

Amtrak is investing $370 million in new equipment for use on the NEC during the next three years.

would be useful.

NS: Much of our efforts are focused on improving workforce productivity to better utilize available track time. It may come in the simple form of outage

coordination with other operating departments, improved material distribution/ reclamation, work processes or equipment advancements. Continued focus on equipment reliability is key.

7. Data utilization RT&S: With the progress made harnessing data analytics, is there a machine, software or service that you would like to see that would allow you to better use all the raw data gathered during inspections?

KCS: Moving forward, KCS is very interested in a system that can help with self-diagnostics that would allow more preventative maintenance. Being able to evaluate an operator’s performance and productivity can also be helpful.

NS: Rather than a particular machine or service, we would be interested in a standard that allows many different machines

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wish list

and programs to access and utilize all of the data gathered.

OmniTRAX: We feel that the ability to perform analysis on multiple aligned datasets and transfer that data to usable information in the field is key to the success of automated inspections.

Watco: Having a robust geometry and rail testing program, vendors that can provide the host of data analytics and software at more economical rates.

8. Supplier interaction RT&S: When you meet with suppliers, what are you telling them about your m/w machinery needs?

Do you find suppliers responsive to your requests?

KCS: Parts availability continues to be an issue with newer and older-style machines. The supply of rebuild kits had a great kickoff, but as more railroads have taken this approach, the material chain has slowed down.

NS: Machinery addressing manual tie plate handling has the greatest opportunity

to impact our capital program work. Several suppliers are working in this area, but none has achieved clear success with demonstrated productivity and elimination of the labor-intensive processes associated with employee exposures.

Another emphasis is to increase productivity and functionality without making machines overly complicated or difficult to repair.

OmniTRAX: Provide us with solutions that can handle a multitude of maintenance-of-way tasks safely, productively and efficiently.

Watco: Timely availability with shorter lead times and knowledgeable technicians for troubleshooting problems. It’s a competitive market and most vendors are responsive.

9. 2018 trends RT&S: Checking trends, would you say today’s equipment is getting safer, more reliable, more productive or displaying other qualities? On the negative side, what trends are out there, such as being too costly, too complicated, etc.?

KCS: On the positive side, machines are more productive and troubleshooting with technology is an added benefit. On the negative side, machines are getting bigger and more costly, which makes mobilization more difficult.

NS: Without a doubt, today’s equipment is safer. Most manufacturers are focusing on reliability as well as productivity, which often requires the application of higher technology, which may have a shorter production life and increased cost, and make troubleshooting and repair more difficult.

Watco: Yes, RMMs have improved in safety, reliability and productivity. Equipment and machinery will have to evolve with the changing workforce in our industry and as the Baby Boomers start feeling the sand under their feet and Gen X not far behind, Millennials are looking for machinery that will become more autonomous and may even include AI to go along with the PTC. With time, it will all appear too costly and complicated for most of us.

WE SIFT THROUGH THE NEWS SO YOU DON’T HAVE TO RAIL GROUP NEWS brings you a daily round-up of news stories from Railway Age, RT&S, and IRJ. This email newsletter offers North American and global news and analysis of the freight and passenger markets. From developments in rail technology, operations, and strategic planning to legislative issues and engineering news, we’ve got you covered.

RAIL GROUP From RAILWAY AGE, Railway Age,RT&S RT&S and and IRJ IRJ NEWS www.railwayage.com/rgn ROUND-UP of NEWS STORIES FROM:

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August 2018 // Railway Track & Structures 35

FYI Register online today at conference.arema.org Discounted early registration rates end August 10th for the AREMA 2018 Annual Conference & Exposition. Register and be sure to include access to AREMA Virtual18 On-Demand Learning so you can experience more of the conference on your own schedule.

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36 Railway Track & Structures // August 2018

Message From The President

R

ecently, I received notification that my final “Message from the President” column was coming due. Where did this year go?

I am truly amazed at how fast the year transpired. It seems like yesterday that I was writing the first column and now comes the final one. My challenge for writing the article every month has been to come up with a topic that will be of interest to the members and readers. I hope I have succeeded.

It has been my privilege and honor to serve as the AREMA president during the past year.

AREMA provides the opportunity to work with or network with some of the best people in the industry. I am blessed to be around excellent AREMA members, AREMA staff members who are second to none, and AREMA friends and colleagues. After taking office in September 2017, my company offered an enhanced retirement program that was too generous to refuse. Though I was apprehensive of its effect on my office with AREMA, I discovered retirement afforded me the opportunity to dedicate all my efforts and time on AREMA business.

A big thanks goes to my wife ‘Lissa for her support this year as AREMA first lady and first level editor of my RT&S columns.

Without her love, support and understanding throughout the years, it would have been

much more difficult to participate.

She was present at the first conference at which I gave a presentation in Dallas, Texas, in 1986 and has been to most conferences since. Over the years, she has enjoyed the company and camaraderie of association significant others.

As we all know, it takes a special brand of significant other to enthusiastically support someone in this industry and having the opportunity to meet others in the same mold has always been energizing and validating.

‘Lissa worked with the talented AREMA staff to coordinate the spouse/guest program for the AREMA 2018 Annual Conference & Exposition. In addition, I thank my parents, in-laws and children for their support over the years. They have always been there to sustain me.

I wanted to expressly thank Beth Caruso and the talented AREMA staff for their support. Beth has done an excellent job for this association. She has been there to support me throughout my term. I have been very impressed at how she deals with the association business and external business. She has the best interest of the association in mind when doing business.

The AREMA staff is second to none in fulfilling my role as president. I want to extend my gratitude to Stacy Spaulding, Vickie Fisher, Janice Clements, Desireé Knight, Lindsay McNicholas, Skip Gmeiner, Alayne Bell, Christy Thomas, Morgan Bruins and Tangere Hoagland for their excellent, highly professional work.

It takes a lot of concerted effort and talented people to run an association like AREMA. The staff has a very effective process in place to operate this association.

Working closely with this team generates a true appreciation of how effective the process is.

I must thank the AREMA Board of Governors for their support, providing strategic direction, guidance on policies

I want to thank all of you for the honor you gave me to lead AREMA this year. It has truly been the ultimate experience of my professional life.

rtands.com

and diligence in taking care of the AREMA business. David Becker, Jim Kessler, Joe Smak, Phil Merilli and Ricky Johnson have done an excellent job. Their overall knowledge and expertise provided are much appreciated.

Jim Kessler will be succeeding me as president, so I will be leaving the association in good hands. Jim had a great experience leading the AREMA Functional Group Board of Directors as senior vice president and serving as the program chair for the AREMA 2018 Annual Conference & Exposition in Chicago, Ill., which I am

looking forward to.

Jim has done an excellent job of keeping the technical portion of the association moving forward. If everyone provides the same level of support that I received this year, it will be a great year for Jim. I wish him the best of luck this year. Ed Sparks will replace Jim Kessler as senior vice president. He will do an excellent job in this role.

I want to thank the AREMA Functional Group Board of Directors, committee chairs, committee vice chairs, committee secretaries and committee members for the hard work they always put into the association. You are

the heart of the association and what makes it work.

The importance of AREMA for our industry cannot be overstated.

The presentation of state-of-the-art technologies and practices, educational opportunities, and research/development, as well as networking opportunities, make AREMA the go-to association for railroad engineering professionals.

I want to thank all of you for the honor you gave me to lead AREMA this year. It has truly been the ultimate experience of my professional life.

Upcoming Committee Meetings September 15, 2018 Committee 27 - Maintenance of Way Work Equipment Chicago, IL

September 16, 2018 Committee 16 - Economics of Railway Engineering & Operations Chicago, IL

September 15 - 16, 2018 Committee 5 - Track Chicago, IL

September 16, 2018 Committee 17 - High Speed Rail Systems Chicago, IL

September 15 - 16, 2018 Committee 24 - Education & Training Chicago, IL September 16, 2018 Committee 10 - Structures, Maintenance & Construction Chicago, IL September 16, 2018 Committee 11 - Commuter & Intercity Rail Systems Chicago, IL

September 16, 2018 Committee 18 - Light Density & Short Line Railways Chicago, IL September 16, 2018 Committee 33 - Electric Energy Utilization Chicago, IL

September 19 - 20, 2018 Committee 39 - Positive Train Control Chicago, IL October 4, 2018 Committee 8 – Concrete Structures & Foundations Portland, ME October 16 - 17, 2018 Committee 36 – Highway-Rail Grade Crossing Warning Systems Overland Park, KS October 23 - 24, 2018 Committee 15 - Steel Structures Orlando, FL

September 16, 2018 Committee 40 - Engineering Safety Chicago, IL

November 11, 2018 Committee 6 - Building & Support Facilities California

September 16, 2018 Committees 11 and 17 Joint Meeting Chicago, IL

September 16, 2018 Committee 41 - Track Maintenance Chicago, IL

February 5 - 6, 2019 Committee 15 - Steel Structures New Orleans, LA

September 16, 2018 Committee 12 - Rail Transit Chicago, IL

September 17, 2018 Committee 13 - Environmental Chicago, IL

May 14 - 15, 2019 Committee 15 - Steel Structures Kansas City, MO

September 16, 2018 Committee 14 - Yards & Terminals Chicago, IL

September 19 - 20, 2018 Committee 38 - Information, Defect Detection & Energy Systems Chicago, IL

September 10 - 11, 2019 Committee 15 - Steel Structures Columbus, OH

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 www.arema.org/events.

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

rtands.com

August 2018 // Railway Track & Structures 37

Nominees for Election to the 2018–2019 AREMA Functional Group Board of Directors Nominated For

Biography Mr. Hudak joined BNSF Railway in 1985 as a Management Trainee. He worked in various Name track supervisory positions for the first several Edward D. Sparks, II, PE years before joining the Engineering Services team. He has spent over 25 years in various Title design, planning, project management and Assistant Chief Engineer – Structures leadership roles with Engineering Services.

During this time he has been the engineering Organization/Company

lead with many railroad track and facility CSX Transportation, Inc. projects and programs; these include various mainline track expansions, yard expansions, Biography Mr. Sparks has worked at CSX since 1994 passenger rail programs, intermodal in the Engineering Department. During facilities, automotive facilities, locomotive those years he had eleven different roles of and car shops, wayside buildings and fueling increasing responsibility in the fields of track facilities. In recent years he has led various design and maintenance, bridge design and initiatives to establish BNSF guidelines and maintenance and standards. Some of the roles best practices with facilities, track expansion were Project Engineer, Assistant Roadmaster and project management. Currently his Bridge Supervisor, Senior Engineer of position is Director Engineering Services.

He holds a BS Civil Engineering degree Structures, Engineer of Track and Division Engineer. Currently his position is Assistant from Montana State University. He has a Professional Engineer designation.

Chief Engineer – Structures.

Mr. Hudak is a member of American He holds a BS Civil Engineering degree from the University of Kentucky and a Society of Civil Engineers (ASCE). He has Master of Business Administration degree been an AREMA committee member for over from Jacksonville University. He has a fifteen years. He served a three-year term as the secretary for AREMA Committee 11 and Professional Engineer designation.

Mr. Sparks has been actively involved in is currently an active member of Committee AREMA Committees 5, 14 and 15. He has 14. He has served on the AREMA Functional served on the AREMA Functional Group Group Board of Directors as Director – Board of Directors as Vice President – Engineering Services. He was also a member Structures and Director – Structures. He has of the AREMA Seminar Committee.

Senior Vice President

System Production Operations, Engineer Maintenance of Way Standards, Manager CREATE and Director Construction. He has been in his current position as Director Construction Engineering since 2012.

He holds BS and MS degrees in Civil Engineering from University of Kentucky. He also has an MBA from the University of Phoenix. He has a Professional Engineer designation.

Mr. Clark is an active member of AREMA Committees 4 and 5 and has held terms as Committee 5 Secretary, Vice Chair and Chair.

He has served on the AREMA Functional Group Board of Directors as Director – Track.

Joined AREMA or Predecessor Organization Joined AREA in 1996

Nominated For Director – Passenger & Transit (Three-Year Term) Name Francis J. Miller, III, PE Title Northeast Rail/Transit Market Leader Organization/Company STV Incorporated

Biography Mr. Miller began his career in the railroad industry as Assistant Project Engineer at the Joined AREA in 1988 New York City Transit Authority. He later worked for SEPTA as Project Engineer Track, Gannett Fleming as Senior Project Manager Joined AREMA or Nominated For

Track, Parsons Brinckerhoff as Assistant Vice Predecessor Organization Director – Track (Three-Year Term) President, Professional Associate, HNTB Joined AREA in 1994 Corporation as Associate Vice President – Name Director of Rail NY Metro, TranSystems as David C. Clark, PE Vice President Passenger and Transit, Jacobs Nominated For

Engineering as Chief Track Engineer, Maser Vice President – Engineering Services Title Consulting as Director of Rail Engineering (Three-Year Term) Director Construction Engineering and he is currently Northeast Rail/Transit Name Market Leader with STV Incorporated.

Organization/Company

Trent M. Hudak, PE He holds an AST in Construction CSX Transportation, Inc. Engineering and a BST in Civil Engineering Title from Spring Garden College. He has a Biography Director Engineering Services Mr. Clark has been with CSX Transportation Professional Engineer designation.

Mr. Miller has been actively involved in since 1996 as an Assistant Trainmaster. He Organization/Company has held positions such as Project Engineer, AREMA Committees 11, 17 and 24, and was BNSF Railway Director Engineering Services, Manager previously Secretary, Vice Chair and Chair also been Chair of the AREMA Membership Committee and a member of the AREMA Seminar Committee. He is a member of the Knights of Columbus.

38 Railway Track & Structures // August 2018

Joined AREMA or Predecessor Organization

rtands.com

Biography Mr. Porto started his career in 1999 as Semiconductor Technical with Rodel, Inc. Title He was R&D Metrology Technician and Vice President, Technical Services Semiconductor Metrology Engineer with Rohm and Haas Electronic Materials, then Organization/Company Semiconductor Metrology Engineer with High Steel Structures, LLC Dow Chemical. He started with AMTRAK in 2011 as Environmental Coordinator, then Biography Director of System Safety, until his current Mr. Medlock began his career as an position as Workforce Management.

Engineering Assistant, Materials and He holds a BS degree in Physics from Tests Division at the Texas Department the University of Delaware and an MBA in of Transportation in 1988. He moved International Business Management from up to Steel Bridge Fabrication ManagerGoldey-Beacom College.

Construction Division as well as Director, Mr. Porto is a member of AREMA Technical Services-Bridge Division. He Committee 40, currently serving as Chair. moved to his current position as Vice Joined AREMA or He is a member of the Fatality Analysis of President, Technical Services with High Predecessor Organization Maintenance Employees and Signalmen as Steel Structures, LLC in 2006.

Joined AREA in 1988 well as the Microscopy Society of America.

He holds a BS Architectural Engineering degree and an MS Civil Joined AREMA or Engineering degree from the University Predecessor Organization Nominated For

of Texas Austin. He has a Professional Joined AREMA in 2013 Director – Communications and Signals Engineer designation.

(Three-Year Term) Mr. Medlock is a member of AREMA Name Committee 15, previously serving as Professional Tommy A. Phillips Chair. He has been a member of and Development chairs/chaired several committees for Title the American Welding Society, the Chief Engineer of C&S Construction AREMA offers seminar and webinar National Steel Bridge Alliance (NSBA), the programs that will extend our ability American Association of State Highway Organization/Company to serve the educational needs of and Transportation Officials (AASHTO), Norfolk Southern Corporation our railway engineering community the Transportation Research Board, the with PDH accredited courses.

American Iron and Steel Institute as well Biography If you need additional continuing as the Engineering Society of Western Mr. Phillips began his career as a education credits, plan to sign up for Pennsylvania.

He founded the Texas Steel Signalman with Norfolk Southern an upcoming seminar: Corporation in 1986. He has been in Quality Council in 1995 and co-founded the AASHTO/NSBA Steel Bridge Introduction to Practical the rail industry for 32 years, holding Railway Engineering such positions at NS as Project Engineer, Collaboration in 1997. He was awarded the Senior Project Engineer, Superintendent American Institute of Steel Construction Date: Sept. 14-16 ATC and Assistant Chief Engineer Special Achievement Award in 2010 and PDH: 15.5 hours the Richard S. Fountain Bridge Task Force C&S. In 2016 he was promoted to Chief Engineer of C&S Construction. He Award in 2013. of Committee 17. He is the current Director – Passenger & Transit on the AREMA Functional Group Board of Directors, filling an unexpired term, as well as current Chair and past member of the AREMA Membership Committee and member of the Publications Committee. He is a member of the American Public Transportation Association (APTA) High Speed Rail and Intercity Rail Committee, as well as the Transportation Research Board (TRB), AR050. He is also a member of the Railroad Safety Advisory Committee of the FRA Track Standards Working Group. He has presented at past AREMA Technical Conferences and has instructed several AREMA seminars/webinars.

Name Ronald D. Medlock, PE

Track Alignment Design

oversees all wayside signal installations, all grade crossing signal installations and all Positive Train Control installations.

He holds an AS Electronic Technology degree from Tennessee Institute of Electronics.

Mr. Phillips is a member of AREMA Committees 37 and 39. He is a member of the North American Signal Engineers as well as the North American Maintenance Railway Club.

Joined AREMA or Predecessor Organization Joined AREMA in 2006

Joined AREMA or Predecessor Organization Joined AREMA in 2007

Nominated For

Director – Maintenance-of-Way (ThreeYear Term) Name Matthew R. Porto

Title Workforce Management

Nominated For

Organization/Company Director – Structures (Three-Year Term) Amtrak rtands.com

Date: Sept. 19-21 PDH: 14.5 hours FRA: 213 – Track Safety Standards Date: Sept. 19-21 PDH: 15.75 hours All three seminars will be held in conjunction with the AREMA 2018 Annual Conference & Exposition in Chicago, Ill. For more information on our seminar programs and to register, please visit www.arema.org.

August 2018 // Railway Track & Structures 39

Congratulations to the 2018 Watford Fellows!

T

he AREMA Educational Foundation, in cooperation with the U.S. Committee to the Watford Group of International Railway Designers, has selected three recipients for this year’s Watford Fellowship: Rafer Nichols, Rebecca Reyman and Kent Shue.

All three fellows will attend and present at the Watford Conference to be held this fall in France. The four-day conference includes field trips and presentations by the attendees in all aspects of railway planning and design with an emphasis on buildings, bridge and tunnel structures and corporate identity.

Rafer Nichols Rafer is a project engineer at BNSF Railway, supporting the Powder River Division in

Denver, Colo. He works across Colorado and Wyoming on public agency projects involving BNSF, expansion and economic development projects. In 2016, he also took on the role as the BNSF/Regional Transportation District (RTD) Liaison for the RTD FasTracks Commuter Rail projects in Denver.

Rebecca Reyman Rebecca is a manager of engineering production at Amtrak. She oversees major track construction on the New York Penn Station Renewal program and other heavy track construction in the region.

Rebecca is a graduate of Drexel University in Philadelphia, Pa., and an instructor for AREMA’s Track Alignment Design Seminar.

She is a certified project management

professional and is a licensed professional engineer in the state of Delaware.

Kent Shue Kent is an Engineer Systems III - Signal R&D within the BNSF Railway Signal Engineering department in Lenexa, Kan., a position he has held for the past three years.

Kent has been with BNSF for eight years developing PTC deployment processes, new signal system designs, and standards and methods. Kent is an active participant on AREMA Committees 37 and 38 and is chair of Committee 39.

For more information on the upcoming Watford Fellowship, please visit www. aremafoundation.org.

Congratulations!

REES 2018: Stoking rail engineering interest

O

ne of AREMA’s goals is to promote railway engineering education. In response to this challenge, through the auspices of the AREMA Educational Foundation, AREMA’s Education and Training Committee developed the Railway Engineering Education Symposium (REES) which began in 2008 at the University of Illinois at UrbanaChampaign in Urbana, Ill. REES is intended to foster interest among university faculty in railway engineering with the goal of encouraging and supporting their interest in adding railway engineering content to their current curriculum.

REES 2018 occurred June 26-27 at the University of South Carolina (USC) in Columbia, S.C., with 32 industry and educational institution attendees. There were two days of instruction, which included input from industry leaders from various segments of the railway industry. Discussions included industry needs related to hiring initiatives and what companies are looking for with the next generation of employees. Universities that have a current railway curriculum were able to describe their programs and what they are doing to keep their students and the industry engaged.

Dr. Dimitris C. Rizos, coordinator of the Advanced Railroad Technology Group 40 Railway Track & Structures // August 2018

and associate professor of the Department of Civil and Environmental Engineering at USC said of the event, “It was a tremendous honor for me and our program to stand alongside the people who selflessly gave me the encouragement and means to start the railway engineering program at USC and share our own experience of ‘dos and don’ts’ with each other and the next cohort of faculty.”

The entire event provided a venue for sharing and learning about what others are doing with their programs. On the final day of the event, there were presentations and discussions of undergraduate research and senior design projects. A field tour took place on the afternoon of June 27 to Harsco Rail. The tour of the plant was an opportunity to see rail manufacturing in person and how the equipment is used in the field.

New professors were provided with modules and insight on how to start a railway curriculum at their university.

Professors that had previously attended a REES event were given an opportunity to share their insights on their programs and how to keep moving forward with fostering the growth of railway engineering content and involvement. The program was a success as participants were engaged and the learning environment was collaborative.

“The 2018 gathering showed the great

success of the REES program since 2008.

There is an all-time high availability of railway engineering degree programs, minors, certificate programs and AREMA student chapters. A microcosm of this growth was our gracious host, USC. Dr. Dimitris Rizos was a new attendee in 2010 and now USC has a Railroad Engineering Graduate Certificate, an Advanced Railroad Technology Group performing research and an active AREMA student chapter,” said Michael A. Pochop, vice president Hanson Professional Services Inc. and REES project manager.

A special thank you to USC and the faculty/students who were involved and helped make the event a huge success. In addition, thank you to Harsco Rail for providing an in-depth field tour experience and we would like to thank the 24 educational institutions that were involved in the program.

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Calendar

SEPTEMBER 9-11. RSI/CMA 2018 Rail Expo & Technical Conference. Music City Center. Nashville, Tenn. Contact: Amanda Patrick. Phone: 202-347-4664. E-mail: patrick@rsiweb.org.

11-12 . Southeast Association of Rail Shippersâ&#x20AC;&#x2122; Fall Meeting. The Francis Marion Hote l. Ch arleston, S.C. E-m ail: s e ra i l s h i p p e r s @ g m a i l .c o m . We bs i te: h t t p s : // w w w . s e r a i l s h i p p e r s . c o m / event/2018-fall-meeting/.

16-18. Intermodal EXPO 2018 presented by the Intermodal Association of North America. Long Beach, Calif. Long Beach Convention Center. Website: https://www. intermodalexpo.com.

16-19. AREMA 2018 Annual Conference & Exposition. Hilton Chicago. Chicago, Ill. Phone: 301-459-3200. E-mail: info@arema. org. Website: conference.arema.org.

18-21. InnoTrans 2018. Berlin, Germany.

P h o n e: +49 3 0 3 0 3 8 2 3 76 . E- m a i l :

innotrans@messe-berlin.de. Website: https://www.innotrans.de/en/.

23-26. APTA 2018 Annual Meeting. Omni Nashville. Nashville, Tenn. Phone: 202-4964822. E-mail: membership@apta.com.

Website: www.apta.com.

24-28. Railroad Track Inspection & Safety Standards. Center for Transportation Research, The University of Tennessee.

Galveston, Texas. Contact: Diana Webb.

Phone: 865-974-5255. Website: ctr.utk. edu/ttap.

25-27. North East Association of Rail Shippers fall conference. Westchester, N.Y. Phone: 802-779-1413. E-mail: scott@nears. org. Website: www.nears.org.

OCTOBER

The Railway Educational Bureau

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Bridge Safety Standards FRA Part 237 establishes Federal safety requirements for railroad bridges. This rule requires track owners to implement bridge management programs, which include annual inspections of railroad bridges, and to audit the programs. Part 237 also requires track owners to know the safe load capacity of bridges and to conduct special inspections if the weather or other conditions warrant such inspections. Updated April 3, 2017.

BKBRIDGE Bridge Safety Standards $7.95

NOVEMBER 5-9. Railroad Track Inspection & Safety Standards. Center for Transportation Research, The University of Tennessee.

Chattanooga, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Website: ctr. utk.edu/ttap.

13-14. Big Data in Railroad Maintenance Pl a n n i n g C o n f e re n c e. U n i ve r s it y of Delaware Newark Campus. Newark, Del. Contact: Allan Zarembski. E-mail: dramz@ udel.edu.

Federal Regulations Workplace Safety

Subparts A-F

Track Safety Standards, contains all the Track Safety Standards, Subparts A-F, for Classes of track 1-5. The standards cover general information, Roadbed, Track Geometry, Track Structure, Track Appliances and Track-Related Devices, and Inspection. Includes Defect Codes.

Updated April 3, 2017.

2 3 -2 5 . S m a r tTr a n s i t . P e n n s y l v a n i a Convention Center. Philadelphia, Pa. Phone: +44 (0)20 7045 0900. E-mail: marketing@globaltransportforum.com.

Website: https://www.smartrailworld.com/ events/smart-transit.

DECEMBER

1 6 -1 7. C o n f e r e n c e o n R a i l r o a d Infrastructure Diagnosis and Prognosis.

Richard Tam Alumni Center. Las Vegas, Nev. Contact: Boniphase Kutela. Phone: 702858-0013. E-mail: kutela@unlv.nevada.edu.

Track Safety Standards

22-25. 100th Annual RTA Symposium and Technical Conference. Bonita Springs, Fla. Phone: 770-460-5553. E-mail: ties@rta.org.

Website: https://www.rta.org/.

This reprint includes the FRA's Railroad Workplace Safety Standards addressing roadway workers and their work environments. These laws cover such things as: personal protective equipment, fall protection, and scaffolding for bridgeworkers; and training issues. Also includes safety standards for on-track roadway vehicles. Updated April 3, 2017.

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Track Calculator The Track Safety Standards Calculator is a must for anyone who works on track. This slide rule type calculator contains many of the details for Classes of track 1- 5. Deviation from uniform profile and from zero cross level. Difference in cross level. Updated as of July 11, 2013.

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August 2018 // Railway Track & Structures 43

PRODUCTS

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Mulching excavator

KINSHOFER Group, a manufacturer of excavator and loader crane attachments, has released ballast tamper excavator attachments for railway maintenance and repair.

With a 60 hertz (3,600 rpm) adjustable frequency, the tampers maximize efficiency when packing ballasts under railway ties. KINSHOFER offers a single-tamper model, the RST03, and a double-tamper model, the DT02-22, and the company said both options are available with or without 360-degree rotation.

Each tamper includes two motors and a vibrating unit, which delivers 16,500 lbs. of compaction force. The tampers feature four gripper arms that move together and apart while shuffling the ballast before tamping it. This double action also allows operators to stabilize the ballast quickly.

The double-tamper model pairs two single tampers to work both rails simultaneously. The attachment’s foldaway design also allows operators to use in-cab controls to unlock and tilt the second tamper up 55 degrees for changing layers at track switches. Website: www. kinshofer.com/

Supertrak, which offers forestry mulcher machines for land clearing, vegetation management and right-of-way maintenance, released what the company describes as the industry’s first dedicated Mulching Excavator.

Supertrak says the new product, SK170MX, is a compact machine built for mobility and power. It features a 170hp, 4.4 T4F single engine and a dedicated closed-loop system, feeding a mulching head with 50 GPM flow at 5,500 PSI. The company said its machine features all the dedicated cooling and reversing fan systems that are needed in the industry to cool down the machine effectively.

The mulching machine is built with a 313F frame, with an estimated weight of 35,000 lbs. with a head, in addition to 4.3-4.5 PSI with 28-inch triple grouser pads. The machine is also compatible with Cimaf 125D or Custom BH47 Fecon head options.

The Mulching Excavator’s components and design have been adopted from Supertrak’s existing SK170RTL and power packs, the company noted. Website: hwww.supertrak.com/

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Ad Index

COMPANY

PHONE #

American Concrete Enterprises

402-339-3670

AREMA Marketing Department

301-459-3200

301-459-8077

marketing@arema.org

Cover 3

Brandt Road Rail Corporation

306-791-7557

306-525-1077

www.brandt.ca

8

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

5

Dixie Precast, Inc.

770-944-1930

770-944-9136

fbrown142@aol.com

10

Georgetown Rail Equipment Co.

512-869-1542

512-863-0405

bachman@georgetownrail.com

Cover 4

Harsco Rail

803 822-9160

803 822-8107

railinfo@harsco.com

17

Herzog Railroad Services, Inc.

816-385-8233

jhansen@hrsi.com

27

Herzog Services, Inc.

816-233-9002

816-672-0119

telbert@herzogservices.com

7

Holland LP

708-672-2300

708-672-0119

rgehl@hollandco.com

19

Hougen Manufacturing, Inc.

866-245-3745

800-309-3299

info@trak-star.com

34

Knox Kershaw Inc.

334-387-5669

334-387-4554

knox@knoxkershaw.com

25

Koppers Railroad Structures

800-356-5952

608-221-0618

rrdiv@koppers.com

33

Loram Maintenance of Way, Inc.

763-478-6014

763-478-2221

sales@loram.com

2

NGTC

212-620-7224

212-633-1162

jchalon@sbpub.com

12-13

Pandrol USA, L.P.

1-800-221-CLIP

856-467-2994

Plasser American Corp.

757-543-3526

757-494-7186

plasseramerican@plausa.com

21

Progress Rail, A Caterpillar Company

256-505-6402

256-505-6051

info@progressrail.com

22

RCE Equipment Solutions Inc.

866-472-4510

630-355-7173

dennishanke@rcequip.com

32

Railway Education Bureau, The

402-346-4300

402-346-1783

bbrundige@sb-reb-com

43, 44

Western Cullen Hayes, Inc.

773-254-9600

773-254-1110

cp@wch.com

10

FAX #

E-MAIL ADDRESS

PAGE #

bhutchinson@enterprise-properties.com

9

Cover 2

Advertising Sales MAIN OFFICE Jonathan Chalon Publisher 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7224 Fax: (212) 633-1863 jchalon@sbpub.com AL, KY, Jonathan Chalon 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7224 Fax: (212) 633-1863 jchalon@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 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7260 Fax: (212) 633-1863 jmarullo@sbpub.com AR, AK, AZ, CA, CO, IA, ID, IL, In, KS, LA, MI, MN, MO, MS, MT, NE, NM, ND, NV, OK, OR, SD, TN, TX, UT, WA, WI, WY, Canada – AB, BC, MB, SK Heather Disabato 20 South Clark Street, Suite 1910 Chicago, IL 60603 (312) 683-5026 Fax: (312) 683-0131 hdisabato@sbpub.com The Netherlands, Britain, France, Belgium, Portugal,

Switzerland, North Germany, Middle East, South America, Africa (not South), Far East (Excluding Korea / China/India), All Others, Tenders Louise Cooper International Area Sales Manager The Priory, Syresham Gardens Haywards Heath, RH16 3LB United Kingdom +44-1444-416368 Fax: +44-(0)-1444-458185 lc@railjournal.co.uk Scandinavia, Spain, Southern Germany, Austria, Korea, China, India, Australia, New Zealand, South Africa, Russia, Eastern Europe Baltic States, Recruitment Advertising Michael Boyle International Area Sales Manager Nils Michael Boyle Dorfstrasse 70, 6393 St. Ulrich, Austria. +011436767089872 mboyle@railjournal.com

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.

Italy, Italian-speaking Switzerland Dr. Fabio Potesta Media Point & Communications SRL Corte Lambruschini Corso Buenos Aires 8 V Piano, Genoa, Italy 16129 +39-10-570-4948 Fax: +39-10-553-0088 info@mediapointsrl.it Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, Nishiiko, Adachi-Ku Tokyo 121-0824 Japan +81-3-5691-3335 Fax: +81-3-5691-3336 amkatsu@dream.com CLASSIFIED, PROFESSIONAL & EMPLOYMENT Jeanine Acquart 55 Broad St., 26th Floor New York, NY 10004 (212) 620-7211 Fax: (212) 633-1325 jacquart@sbpub.com

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.

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August 2018 // Railway Track & Structures 45

New & Used Equipment

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

Email: 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 HARSCO AND NORDCO TAMPERS 6700S, 6700SJ, 6700SJ2 Switch and Production Tampers 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 TR-10s and TKOs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW PRODUCTS KBR-860s and 925s, KSF-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 Models CX and SS Spikers M-3 Screw Spike Machines Model F Anchor Machines and BAAMs Model SP2R Dual Spike Puller/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/445F 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, Self-propelled 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

Sales

aspenequipment.com/railroad

Rentals

Service Parts

New and Used Hi-Rail Trucks Available

Nationwide DELIVERY

- Pickup Trucks - Service Bodies

- Flatbeds - Bucket Trucks

- Welding Trucks - Section Trucks - Grapple Trucks

- Track Inspector Trucks - Boom Trucks

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

100 S PANIPLUS DRIVE OLATHE, KS 66061 MAIN: 913.764.1315

PARTS • SALES • SERVICE • RENTALS

Available for Lease 3000 cu ft Covered Hopper Cars 4650 cu ft Covered Hopper Cars 4300 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 26,671 Gallon, 263k GRL, NC/NI Tank Cars Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com 46 Railway Track & Structures // August 2018

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

www.Crane-Works.com

rtands.com

New & Used Equipment

Professional Directory

SALES – SERVICE – RENTALS – PARTS – HI-RAIL & CRANE INSPECTIONS HI-RAIL TRUCKS IN INVENTORY AND IMMEDIATELY AVAILABLE FOR SALE OR RENTAL (NEW AND USED)

SECTION TRUCKS – GRAPPLE TRUCKS ROTARY DUMP TRUCKS ... PICKUP TRUCKS … AND MORE ALSO HEAVY DUTY HI-RAIL TIE & RAIL CARTS Omaha Track Equipment 13010 F Plaza • Omaha NE 68137 (402) 339-4512 Contact PAUL WARD • (402) 651-6632

MOW Integrated Carbide Tools

paul@omahatrack.com

6700 Tamping Tool JK-635

MKIV Tamping Tool JK-215L/R

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

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

GRM3000 Tamping Tool JK-560C

Replace worn components with Harsco Rail’s complete line of integrated carbide tools.

• Class 1 product approval • Genuine OEM parts • All products in stock with immediate availability

To order, call: 1-800-800-6410 Email: railparts@harsco.com

Hi Rail Gradalls

GLOBAL RAIL TENDERS

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

TURNING OPPORTUNITIES INTO NEW BUSINESS RA_GlobalRailTendersAD_SP.indd 1

rtands.com

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August 2018 // Railway Track & Structures 47

Products & Services An Authorized Harsco Remanufacturing Facility Let Precision remanufacture your non-functional, outdated 6700 into a fully functional 6700 with the latest technology. If you have an old, worn-out 6700 tamper, we have your solution.

CALL 620-485-4277 OR VISIT PRECISIONRWY.COM FOR MORE DETAILS

REMANUFACTURED 6700 SALES

ON-SITE TRAINING

EQUIPMENT LEASING

WANT TO SEE MORE OF OUR WORK? SCAN THE QR CODE FOR OUR YOUTUBE CHANNEL .

825 S. 19th St., Independence, KS 67301

TRADE IN ACCEPTED

ERIC HEADRICK President

REESE

205 N. Chestnut/PO Box 404 Arcola, IL 61910

Ph217-268-5110 cell217-259-4823 Fax217-268-3059 email eric@rrcri.com Exchange Units/Related Tamper Parts and Assemblies

WHAT CAN WE DO FOR YOU?

To purchase parts, contact: New & Rebuilt sales@rrcri.com Electromatic/Hydraulic Units available for same Workheads day shipping

• 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

GET THE INSIDE SCOOP ON & OFF THE TRACK

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 • fax (717) 328-9541 • www.kwreese.com

2016 NRC PlatiNum Safety awaRd wiNNeR

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

RAIL BRIEF

The Weekly RT&S Email Newsletter Subscribe at: www.rtands.com/RailBrief

48 Railway Track & Structures // August 2018 RTS_RailBriefAd_QuarterPage_Final.indd 1

ALL MAJOR CREDIT CARDS ACCEPTED

rtands.com 1/9/18 12:20 PM

www.arema.org

AREMA Educational Programs

AREMA offers seminars that will help to serve the educational needs of our railway engineering community with PDH accredited courses. See below for two chances to take this popular seminar: Introduction to Practical Railway Engineering. Register early to receive a discount and ensure your seat before it sells out.

Upcoming Seminars Introduction To Practical Railway Engineering Date: September 14-16 PDH: 15.5 Hours Location: Chicago, IL

Track Alignment Design Date: September 19-21 PDH: 14.5 Hours Location: Chicago, IL

FRA: 213 - Track Safety Standards Date: September 19-21 PDH: 15.75 Hours Location: Chicago, IL All Seminars are being held in conjunction with the AREMA 2018 Annual Conference & Exposition at the Hilton Chicago.

Register at www.arema.org now!

HOW MUCH BALLAST ARE YOU WASTING? WITH GREX, YOU WON’T WASTE A SINGLE ROCK. Take the guesswork out of your ballast program. Using advanced lidar survey scans and upgrades to your existing ballast cars, our comprehensive ballast solution can ensure you’re spreading the right amount of ballast right where it’s needed.

BallastSaver® Automated ballast delivery starts with BallastSaver®, which scans your track using advanced lidar technology to identify the precise location of ballast deficiencies.

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COMPANY

+1 512.869.1542 www.georgetownrail.com G

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