commuter rail PTC progress report
September 2018 | www.rtands.com
AREMA’s Clark discusses his tenure
Dwight Clark talks challenges and accomplishments.
bridge research
Research update from the University of New Mexico.
And also
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Arema News P.44
February 2018 // Railway Track & Structures 1
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contents
September 2018
FEATURES
22
Bridge research An update from the University of New Mexico’s SMILab, which is researching bridge engineering design and dynamics.
28
28 NEWS
DEPARTMENTS
4
Industry Today FRA releases Q2 PTC data; KCS opens second CBP station; shortline update, Canada Infrastructure Bank’s first investment and more.
18
6
Supplier News Acquisitions, contracts and other news
10
People New hires, promotions and appointments
The commuter rail industry continues its push toward PTC implementation. Story on page 28. Credit: SEPTA
SEPTA
Follow Us On Social Media @RTSMag
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44
TTCI Researchers provide results of revenue service testing, which evaluated curving performance of trains operating under different superelevation conditions. AREMA News Message from the president; Functional Group Board nominees; UIUC’s new degree; Getting to know Jim Kessler and Spotlight on Committee 16.
51
Calendar
52
Products
53
Ad Index
53
Sales Representatives
54
Classifieds Advertising
55
Professional Directory
Commuter rail PTC progress With less than four months before the Dec. 31, 2018, statutory deadline, the commuter rail industry’s efforts are in full swing.
36
Clark’s term wraps up Dwight Clark reviews his time at the helm of AREMA and discusses where he sees the association heading in the future.
Columns
3
On Track Good answers from bad questions
12
NRC Chairman’s Column Safety and NRC 2019 Conference
September 2018 // Railway Track & Structures 1
On Track
Vol. 114, No. 9 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. 253 West 35th Street 7th Floor New York, NY 10001 212-221-9595; fax 212-221-9195 curt.ciesinski@parsintl.com
Good answers from bad questions
E
very month, as I prepare questions to ask interview subjects, no matter the article focus, I have the same thought: Is this the right question? The answer is no, not always. However, during a good interview, it doesn’t matter how clunky a question may be worded, because the right information still comes to the surface. This was the case as I was working on the commuter rail Positive Train Control (PTC) progress update, which begins on page 28. I asked a poorly worded question about the timing of recent Federal Railroad Administration outreach efforts and if these would have been more helpful had they occurred earlier. It sounds like I was looking for someone to throw FRA under the proverbial train. The answer I was given shed light on the timing and circumstances that not only the commuter industry finds itself in with PTC, but the FRA, as well. Jeff Knueppel, general manager, Southeastern Pennsylvania Transportation Authority (SEPTA), and chair of APTA’s Commuter Rail PTC Subcommittee, first explained that the lack of a confirmed FRA administrator was a challenge, but said once Administrator Ronald Batory was installed “he wasted no time getting
off to a fantastic start.” Knueppel noted the good timing of an APTA-organized PTC-focused workshop in May where the FRA was a key participant and announced the three PTC symposia it was planning for the summer. The workshop also gave FRA a chance to hear the collective questions of the commuter rail industry. FRA had previously met with individual properties, but Knueppel believes the FRA’s global guidance approach to specific topics helped improve the efficient delivery of information, which has aided commuter railroads in making steady progress. “It’s all about time management. Dealing with [commuter rail providers] in a global way became more practical as everybody is gearing up and there’s more work going on,” said Knueppel. My original question on this topic focused on past FRA actions. Instead, I should have asked about the effectiveness of current actions. The big takeaway from the commuter rail PTC progress article in this issue is that the industry, as a whole, is focused on finding and forging a path forward in order to complete PTC implementation.
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. Pricing: Qualified individual and railroad employees may request a free subscription. Non-qualified subscriptions printed and/or digital version: 1 year Railroad Employees (US/Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2017. All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For subscriptions and address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@omeda.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, P.O. Box 3135, Northbrook, IL 60062-3135. POSTMASTER: Send address changes to Railway Track & Structures, P.O. Box 3135, Northbrook, IL 60062-3135.
September 2018 // Railway Track & Structures 3
Industry today
T
he Federal Railroad Administration (FRA) released Second Quarter 2018 Positive Train Control (PTC) progress statistics noting that despite nine railroads being classified as “at-risk,” overall, the data shows significant improvement as the rail industry approaches the Dec. 31, 2018, statutory deadline. FRA says the latest data, current as of June 30, 2018, shows that 15 railroads have installed 100 percent of the PTC system hardware that must be installed for implementation, 12 have installed between 95 and 99 percent of the PTC system hardware identified in their PTC Implementation Plans and all railroads, except for one, that use spectrum-based PTC systems have acquired sufficient spectrum. In addition, FRA explains that 14 railroads have initiated sufficient revenue service demonstration (RSD) or met substitute criteria, which is one of the six statutory criteria needed to qualify for an alternative schedule of Dec. 31, 2020. PTC systems are in RSD or operation on approximately 37,705 route miles (65 percent) of the nearly 58,000 route miles that are subject to the statutory mandate. FRA says this marks a significant improvement from December 2016, where freight railroads had PTC active on just 16 percent of required tracks, while passenger railroads were at 24 percent. The number of “at-risk” railroads dropped 25 percent, from 12 to 9, based on Q2 2018
4 Railway Track & Structures // September 2018
data. FRA currently considers any railroad that installed less than 90 percent of its PTC system hardware as of June 30, 2018, to be at risk, as installation of all PTC system hardware is only an initial phase of implementing a PTC system and only one of the six statutory criteria required to qualify for an alternative schedule. The nine at-risk railroads are: New Mexico Rail Runner Express (Rio Metro), Capital Metropolitan Transportation Authority, New Jersey Transit, Altamont Corridor Express, Maryland Area Regional Commuter, Trinity Railway Express, South Florida Regional Transportation Authority, Peninsula Corridor Joint Powers Board (Caltrain) and Central Florida Rail Corridor (SunRail). The nine at-risk railroads own or control approximately 665 route miles that are subject to the statutory mandate, which is approximately 1.1 percent of the route miles that must be governed by a PTC system and 0.475 percent of the U.S. rail network. FRA has held quarterly meetings with those railroads classified as “at-risk” and recently held the final of three symposia to discuss statutory requirements, PTC systems testing and PTC system certification. In other PTC news, FRA awarded more than $200 million to shortline, commuter and passenger railroads to be used in efforts to implement the technology. A total of 28 projects in 15 states will
benefit from the $203.7 million awarded through the Consolidated Rail Infrastructure and Safety Improvements (CRISI) program. While the initial Notice of Funding Opportunity (NOFO) issued in May said $250 million was available, FRA is expected to issue another NOFO to solicit applications for the remaining $46 million in funds. “It was our goal to award today’s grants as quickly as possible to help the recipients implement PTC,” said FRA Administrator Ronald L. Batory. “We also encourage eligible applicants to apply for the remaining balance of the PTC CRISI grants after that NOFO is published.” More than $164 million was awarded to commuter railroads and more than $39 million was awarded to shortline railroads. California was the state with the highest total funds awarded at $44.97 million, which include grants to California Department of Transportation, Peninsula Corridor Joint Powers Board (Caltrain), Sonoma-Marin Area Rail Transit and Southern California Regional Rail Authority. Illinois was the state with the second highest amount of grants at $33.22 million with funds being awarded to Belt Railway Company of Chicago, Chicago Rail Link and Metra. “Implementing PTC is vitally important to ensuring that our railroads have the highest level of safety for millions of riders and workers in Illinois and around the country,” said Sen. Dick Durbin (D-IL). Award amounts vary greatly with the smallest dollar amount to a single entity awarded to Nebraska Central Railroad Company at a bit more than $527,000 and the largest dollar amount, more than $29 million, awarded to Rio Metro Regional Transit District, which operates the New Mexico Rail Runner and is one of the nine remaining “at-risk” railroads. A statement from the office of Sen. Tom Udall (D-N.M.) explained that without the grant, the Rio Metro Regional Transit District would have likely needed to cut service significantly on the Rail Runner to accommodate the cost of PTC. Additional “at-risk” railroads to receive grants include Caltrain, Capital Metropolitan Transportation Authority, SunRail (Florida Department of Transportation) and Maryland Area Regional Commuter (Maryland Transit Administration). rtands.com
Federal Railroad Administration
FRA releases PTC data for second quarter 2018; awards more than $200 million in grants for the technology
Industry today
KCS Laredo Yard opens second CBP examination station Kansas City Southern (KCS) and U.S. Customs and Border Protection (CBP) celebrated the completion of the Secondary Examination Station at the KCS Laredo rail yard Aug. 10 with a ribbon-cutting ceremony. The newly-built facility, constructed alongside KCS’ rail operations, is intended to provide CBP employees with a safe, secure area to conduct secondary rail examinations. The Secondary Examination Station is part of the “Secure Corridor” cross-border rail operations strategy, which KCS said aims to bolster security and reduce blocked crossing time by removing current operating obstacles to the constant movement of trains across the border between the U.S. and Mexico. KCS said the concept is consistent with its partnership with CBP, the U.S. Federal Railroad Administration and the city of Laredo in an effort to improve the safety and efficiency of trains moving through the city.
“This new facility is one important element of a broader strategy intended to improve public safety, facilitate growth with our key trading partners and customers and foster the opportunity for future job growth in the community,” said KCS President and CEO Patrick J. Ottensmeyer. CBP Director of Field Operations David P. Higgerson, working for the Laredo Field Office, said the investment KCS has made by building the new facility provides a permanent, secure structure in which officers and agriculture specialists can conduct inspections. “It’s a win-win as it helps us fulfill our trade facilitation and enforcement mission and helps facilitate future economic growth,” Higgerson said. The Laredo/Nuevo Laredo rail crossing is the busiest such point on the U.S.-Mexico border, processing on average 23 trains in both directions per 24-hour period, and
carrying a wide variety of products such as automobiles and parts, steel, grain and petroleum products. KCS says the rail crossing is vital to the economic security of both countries. KCS added that it expects demand for rail shipments across the busiest international rail gateway in both directions to continue to increase in the future, particularly with growth in U.S. agricultural and future energy exports to Mexico.
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September 2018 // Railway Track & Structures 5
Industry today
Supplier News The Chicago Transit Authority Board approved a $30-million contract to F.H. PASCHEN, S.N. NIELSEN & ASSOCIATES, LLC., for renovations at the Grand, Chicago and Division Blue Line stations. New Jersey Transit has awarded a five-year task order contract to MODJESKI AND MASTERS for bridge and railway engineering work. T h e N ew Yo r k, S u s q u e h a n n a h and Western Railway has chosen ROCKWELL COLLINS’ ARINC Railway NetSM service to implement positive train control. O m n i TR A X , In c., n a m e d SC 2 S ERVI CE S , I N C., a p rov i d e r of fabrication, industrial finishing and manufacturing support solutions, as its Supplier of the Year. VOSSLOH AG, through its Australian s u bs i d i a r y, a c q u i re d AU S TR A K P T Y LTD., a c o n c rete c ros s ti e manufacturer headquartered in Brisbane, Australia, for AUD$50.5 million (US$37.4 million). WA B TE C C o r po r at io n a n d RAJANT CORPORATION, will jointly develop and market Rajant’s Kinetic Mesh® wireless networking products to rail operators worldwide.
Shortline railroad project updates: CSS, CEMR, City of Rochelle An agreement on a project to improve commuter rail service on an historic route between Indiana and Chicago will have a follow-on economic benefit for a shortline freight carrier, too. The Chicago South Shore & South Bend Railroad is joining with the Northern Indiana Commuter Transportation District (NICTD), which provides passenger service between Chicago and South Bend, Ind., and Northern Indiana Public Service Company (NIPSCO) to complete double-tracking along the freight and passenger South Shore Line. The two-year, $300 million Double Track NWI would increase train capacity by installing an additional 17 miles of second track on 25 miles of catenary-powered South Shore line between Gary and Michigan City, Ind., used by NICTD passenger and CSS freight trains. Pending federal funding approval, work is scheduled to be completed by 2021. In other news, the city of Rochelle, Ill., broke ground on a 3.5-mile extension to its rail system on Aug. 10. The project, the city says, has been 12 years in the making. The $7-million project will consist of an extension of the City of Rochelle Railroad, the construction of a four-track rail bridge and double track transloading rail yard. Funding for the project consists of $3.42 million from the Economic Development
Administration (EDA), $2.58 million from the Illinois Department of Transportation (IDOT) and $1 million from the city of Rochelle. Rochelle City Manager Jeff Fiegenschuh said in response to the funding for the project, “We are very fortunate to have partners like the EDA and IDOT to advance the infrastructure we need to continue growing our industrial base.” Over the Canadian border, the Pine Falls subdivision of Central Manitoba Railway (CEMR) will undergo track upgrades courtesy of a CA$5.6 million (US$4.3 million) investment from the government of Canada’s National Trade Corridors Fund. Government officials explain that the fund supports infrastructure projects that contribute to the country’s trade corridors. The CEMR project will upgrade approximately 14 km (8.7 miles) of track between Canadian National’s Symington Yard to the Imperial Oil terminal at Birds Hill. Work will include the installation of new crossties, new rail and track materials, as well as improvements to drainage and ballast. Additionally, new main line switches and crossing improvements will allow for heavier trains to travel along the Pine Falls subdivision. CEMR is owned by Cando Rail Services. The shortline was established in 1999 when Cando acquired the Pine Falls and Carman subdivisions from Canadian National.
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Industry today
Union Pacific releases PTC progress update, interoperability remains a challenge Union Pacific released its data, as of Aug. 17, 2018, detailing its progress implementing positive train control (PTC). The Class 1 has equipped 99 percent of its locomotives, prepared 99 percent of the required track segments and has completed 97 percent of the needed employee training. UP explains that it is required to implement PTC on more than 17,000 route miles or roughly one-third of all U.S. PTC miles, making its PTC footprint the largest of all North American railroads “Installing and implementing PTC across the U.S. rail network is costly and complex. One of the most challenging parts of PTC implementation is ensuring system interoperability among all U.S. rail lines and locomotives,” said UP. According to Federal Railroad Administration (FRA) PTC progress data through June 30, 2018, Union Pacific has achieved interoperabil-
ity with two of its 34 tenant railroads. “Given the various readiness levels of North American freight and passenger railroads, including publicly funded commuter lines and short lines, it is important that all railroads continue working together to maintain the health, safety, resiliency, and fluidity of the rail network during PTC implementation,” the railroad said. Between April 1, 2018, and Aug. 17, 2018, Union Pacific’s accomplishments included: • Preparing additional track segments for PTC operations, bringing the total number of track segments to 180, or 99 percent complete. These track segments are equipped with wayside devices such as signals, switches and radios and have defined GPS coordinates, which identify thousands of precise locations for system wide PTC coordination. • Educating more than 25,690 additional
employees on PTC operations, or 97 percent. • Increasing by approximately 1,020 the number of installed PTC route miles, bringing the total number of route miles in PTC operations to 11,920, or 70 percent. UP explains that it is in regular contact with the FRA regarding its PTC progress and will continue to implement, test and refine its system in 2019-2020.
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September 2018 // Railway Track & Structures 7
Industry today
Canada Infrastructure Bank selects REM in Québec as its first investment The Canada Infrastructure Bank has agreed to invest in the Réseau express métropolitain light-rail project (REM) via a CA$1.28-billion (US$980-million) loan. This is the inaugural investment of the Canada Infrastructure Bank since its launch in 2017. The REM light-rail project is being developed by CDPQ Infra, a wholly owned subsidiary of Caisse de dépôt et placement du Québec, and consists of a 67-kilometer (41.63-mile) high-frequency network with 26 stations. The project is expected to cost approximately CA$6.3-billion (US$4.84-billion). With the agreement in place with the Canada Infrastructure Bank, the project’s financing has been finalized. In addition to the loan, CDPQ Infra will be responsible for CA$2.95 billion (US$2.27 billion), provincial government of Québec will invest CA$1.28 billion (US$980 million), Hydro-Québec will invest CA$295
million (US$227 million) and CA$512 million (US$393.34 million) from ARTM as compensation for land value capture. “With this investment, the REM’s financing is now fully completed. The construction of the project is progressing well and will intensify in the fall,” said Macky Tall, president and CEO, CDPQ Infra. There was a possibility that the equity stakes could be reduced with an agreement from the Canada Infrastructure Bank. However, as officials explained, because the investment will take the form of a 15-year loan, CDPQ Infra’s equity stake in the project remains at approximately 70 percent and the province’s will be approximately 30 percent. “We are pleased to participate in the funding of this important public infrastructure project,” said Pierre Lavallée, president and CEO of Canada Infrastructure Bank. “Public transit is one of our priority areas.
Our role is to invest alongside private sector and institutional investors, and other public-sector partners to facilitate the development of strategic projects like the REM.” Construction of the REM began in April 2018. The first trains are scheduled to run in the summer of 2021. “This project will connect the Montréal region in a way we have never seen before...It is a prime example of the type of modern, resilient, and green infrastructure that Canadians across our country are looking for,” said Minister of Infrastructure and Communities François-Philippe Champagne. “The Canada Infrastructure Bank was created as an additional tool to help public dollars go further by attracting private sector investment and I am pleased to see that this innovative model has succeeded in bringing together private and public sector partners to realize this important project.”
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Industry today
People Th e A M E R I C A N S H O R T L I N E A N D REGIONAL RAILROAD ASSOCIATION Short Line Safety Institute named Sam Cotton as senior manager, safety and operations. He replaced Mike Long, who accepted a position with the Federal Railroad Administration. The CALIFORNIA HIGH-SPEED RAIL AUTHORITY appointed Boris Lipkin as the Northern California regional director. C A N A D I A N N AT I O N A L R A I LWAY appointed Doug MacDonald and Keith Reardon to head sales and marketing initiatives and all non-rail supply chain operations. John Orr was named as the company’s senior vice president and chief transportation officer. CSX CORPORATION has appointed S h o n Ya t e s a s v i c e p r e s i d e n t responsible for coal sales and marketing. Yates will be based at t h e c o m p a n y ’s h e a d q u a r t e r s i n
Jacksonville, Fla. The GREATER CLEVELAND REGIONAL TRANSIT AUTHORITY Board of Trustees appointed Dr. Floun’say Caver as interim CEO and general manager. H N T B C O R P O R AT I O N b r o u g h t on Walead Atiyeh to serve the firm’s n ation a l ra il sys te ms te a m as its project manager. LORAM MAINTENANCE OF WAY, INC., tapped Luke Olson to serve as vice president marketing and sales. METRO TRANSIT’s director of light rail and commuter rail projects, Mark Fuhrmann, retired from his post at the agency in mid-August to begin a new position as associate vice president for HDR Engineering. NEW YORK & ATL ANTIC RAILWAY promoted Charles Samul to director of sales and marketing, effective Sept. 1. T he N A T I O N A L R A I L R O A D
CO N S T R U C T I O N & M A I N T E N A N C E ASSOCIATION appointed Chana Elgin as its new director of public affairs. READING AND NORTHERN RAILROAD se le c te d Susan Ludwig as vice president customer service. UNION PACIFIC named Beth Whited executive vice president and chief human resources officer; Tom Lischer executive vice president, Operations; Ke n n y R o c ke r, e x e c u t i v e v i c e president, Marketing and Sales; David Giandinoto vice president, Harriman D i s p a tc h i n g C e nte r a n d N et wo r k Operations and Kari Kirchhoefer as vice president, Industrial. OBITUARY Louis J. Gambaccini, the founding chairman of the Board of Directors of NEW JERSEY TRANSIT, died at his home in Skillman, N.J., Sunday, Aug. 19. He was 87 years old.
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NRC Chairman’s Column
Safety and NRC 2019 Conference
C
“
[The NRC Conference] continues to get better every year, setting new attendance records and providing a fantastic 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 12 Railway Track & Structures // September 2018
ontinuing my “Summer of Safety” focus, I want to reemphasize that our employees must stay focused on hydration, rest and proper diet to prevent heat stroke. I’m happy to report that our safety video program, under the direction of John Zuspan of Track Guy Consultants, is progressing nicely. The focus is now on Federal Railroad Administration’s (FRA) Part 213 OJT as needed for the Part 243 Minimum Training Standards rule. I’d like to thank the volunteers who worked with John in August to help film the video: Ed Kennedy of TRAC, Stanley Beaver of GW Peoples, Dave Snyder of Rhinehart Railroad Construction, Danny Debolt (Retired from Slattery Skanska), Ernesto Scarpitti of Delta Railroad Construction, Karen Johnson of Frontier Railroad Services and Russel Raymond of Construction Polymer. A huge thank you goes to John and all volunteers for their work in the safety arena and for helping to keep our employees safe! Also, here’s your monthly reminder to join us on Marco Island, Fla., in January 2019 for the NRC Annual Conference and NRC-REMSA Exhibition. It is time to start making your arrangements to attend the conference. The room block, conference and exhibit registration are open and filling up quickly. Reserve your space and room early, as the hotel rooms and exhibit booths will likely sell out. The conference begins Jan. 6 and will close with a final reception on Jan. 9. It will be held at the wonderful and newly rebranded JW Marriott Marco Island Beach Resort. This is one of the rail industry’s premier events. It continues to get better every year, setting new attendance records and providing a fantastic way to start the year. As noted last month, Matt Rose, executive chairman of BNSF, has committed to be our opening keynote speaker on Monday morning. What a tough act to follow! We also expect to have a great guest speaker line up largely comprised of chief engineers from Class 1 railroads, shortlines, transit agencies and state departments of transportation. The event gives all the suppliers and contractors a good sense of what opportunities will be available in the coming year. With terrific exhibit space at the JW Marriott Resort, we expect the exhibit hall to be even bigger and better this year. It is a fantastic opportunity to see all the latest
innovation in tools, equipment and material the suppliers have to offer and catch up with colleagues and vendors. Again, the exhibits, hotel room block, golf tournament, fishing and a new option of an Everglades tour by airboat are all expected to sell out, so make your reservations now. There will also be a great spouse program, including spa package options. This year, we are adding a guided kayak tour of the back bays of the Gulf of Mexico or a dolphin and shelling boat cruise. The conference/exhibition will begin on Sunday afternoon, Jan. 6, the last general session will be Wednesday morning, Jan. 9, and we’ll finish with a reception Wednesday evening. The golf, fishing and Everglades tour events will be held on Jan. 8. To register for the 2019 NRC Conference, arrange an exhibit booth for your company and for more information, please go to www. nrcma.org/2019conference. If you have any questions on the conference, please contact Matt Bell at conference@nrcma.org or at 202-715-1264. For hotel rooms, the NRC has a discounted room block at the JW Marriott Resort with rates ranging from $274 - $404/night depending on the type of room selected. To make your hotel reservations, reserve online at https://book. passkey.com/e/49595790 or call the hotel at 239-394-2511. For more information about reserving an exhibit space, booth pricing, show hours and more, please visit https://www. remsa.org/nrc-remsa2019. Please contact Urszula Soucie with REMSA at 202-7152921 or soucie@remsa.org for all exhibition related questions. I look forward to seeing everyone there. Finally, I’m happy to announce that NRC is awarding $15,000 Educational Grants to University of Kentucky and Michigan Tech. The UK grant is in remembrance of our late friend and colleague Nate Henderson. UK’s Dr. Jerry Rose and some of his students, as well as representatives from Michigan Tech, will attend the conference. I wish everyone a safe and successful month.
Mike Choat NRC Chairman rtands.com
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Conference Highlights
Plan to attend the premier railroad construction and maintenance industry event! The annual National Railroad Construction and Maintenance Association Conference will encompass more than 1,000 attendees, 150 exhibitors and 25,000 square-feet of meeting space. We have a unique program agenda lined up with chief engineers from the major freight railroads and other key speakers covering topics on: • • • • • • •
2019 Class 1 and Regional Railroad Capital Spending Plans Rail Projects of National Significance Commuter Rail and Rail Transit Contracting Florida Rail Projects Legislation Affecting the Rail Industry Railroad Construction Safety High Speed and Intercity Passenger Rail Developments
• Golf Tournament, Sailing Tournament, Everglades Excursion, Safety Awards, Multiple Networking Receptions • Seminars on project management, railroad safety regulations, railway engineering, safety training
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TTCI r&D
Balance speed operations improve curving performance in trains • Vertical wheel loads were approximately equal on high and low rails • Low rail vertical loads and lead axle L/V load ratios were reduced, which should lead to a reduction in rail wear • High rail L/V ratios were also reduced, reducing the propensity for wheel climb derailments under adverse car, track, and operating conditions • Gauge spread forces were reduced, reducing the stress on track and rail fasteners • Rolling resistance in the curves was likely reduced, leading to a potential benefit in fuel consumption
TTCI evaluates methods for achieving optimum curving performance in trains. By Brad Kerchof, Norfolk Southern Railway and Chris Pinney, Transportation Technology Center, Inc.
H
orizontal curves in track are superelevated to manage the effects of radial dynamic forces associated with the operation of trains through the curves. As part of a four-year revenue service test on the Norfolk Southern Railway (NS) by Transportation Technology Center, Inc., (TTCI), a test curve was instrumented with a lateral and vertical force measurement system to evaluate the curving performance of trains operating under two superelevation conditions. In Phase I, excess elevation — too much superelevation relative to speed — and in Phase II, closer to balance elevation (the same curve adjusted to an elevation closer to balance speed). Results reveal that operating trains closer to the balance speed improves vehicle curving performance. Vertical force distribution between high and low rails, lateral/vertical (L/V) force ratios and gauge-spreading force performance measures all showed improvements when trains operated closer to balance speed verses operating with excess elevation. The results of close-to-balance speed operation in Phase II prompted the following observations:
Revenue service testing Attributes of the Phase I test included a 4.5-degree curve elevated at 3.5 inches. Loaded unit coal trains operated over the curve on an ascending 1.22 percent grade under constant full throttle (Notch 8 on a typical locomotive) at an average speed of 14.0 mph, well under the theoretical balance speed of 33 mph, see Figure 1. Based on these conditions, trains were operating with approximately 3.1 inches of excess elevation. After analyzing the data from Phase I, it was recommended that the test be expanded to include a Phase II test to determine whether a change in elevation closer to balance speed would result in corresponding changes in lateral and vertical wheel/rail force measurements. Consequently, the elevation was lowered from 3.5 inches to 1 inch, much closer to balance speed conditions and the test repeated to compare lateral and vertical force performance under a Phase II test. With the elevation of the curve reduced to 1 inch, the new balance speed of 17.8 mph was significantly closer to the average
Load Transfer Accross Lead Wheelset (x1000 pound)
Gondolas Hoppers
Lead Car
Mid Train Car
Trail Car
Phase I
7.61
5.33
3.01
Phase II
3.07
0.08
-1.51
Phase I
9.68
7.43
5.13
Phase II
3.27
1.29
-0.73
Table 1: Load transfer across lead wheelsets — Phase I & II
18 Railway Track & Structures // September 2018
operating speed as shown in Figure 1. With similar traffic conditions to Phase I, and same notch 8 throttle position, trains traveled at a slightly higher speed during Phase II testing (14.7 mph versus 14.0 mph). Train makeup was consistent for both test phases — typically unit trains with 100 to 110 loaded cars, two, 6-axle locomotives pulling and another two, 6-axle locomotives pushing. Trains consisted mainly of all gondolas or all hopper cars (both with a weight of 286,000 pounds). Vertical force distribution between high and low rails, L/V ratios and gauge-spreading forces were then compared using only the lead axle of the lead truck for all data points for both test phases. Revenue service results: Vertical forces Table 1 summarizes the wheel load differentials (the difference between high and low rail vertical wheel loads) for both car types for Phases I and II. The difference between high and low rail wheel loads at the midtrain location has been reduced to almost zero by reducing the elevation by 2.5 inches under Phase II. (Coupler forces at mid-train also are zero.) A net linear regression line was formed for each group of trains with equations: y = -0.0465x + 7.6607 (gondolas) y = -0.046x + 9.7286 (hoppers) Table 1 shows these equations solved for x = 1 (lead car), x = 50 (mid train car/s) and x = 100 (trail car). The mid-train values approximate the load transfer due to 3.1 inches of excess elevation under Phase I (from 3.5–0.4, where 0.4-inch is balance elevation at 11.5 mph). Because hopper cars have a higher center of gravity than gondola cars, they show a larger difference between high and low rail wheel loads when operating at speeds that create excess elevation conditions through curves. In Phase II, the vertical wheel load differentials for hopper cars approaches that of gondola cars (both differentials approach zero as balance speed is reached). A reduction in wheel load differential implies a reduction in low rail wheel load, which has the potential to reduce low rail wear and rolling contact fatigue (RCF); especially if associated with a reduction in low rail L/V. The slope of the graphs in Figure 2 is rtands.com
TTCI r&d
approximately equal for both Phase I and II tests. The slope is a function of coupler force, which is a function of tractive effort. Because locomotive consists and throttle settings (Notch 8) were identical in both phases, tractive effort is approximately equal. However, trains traveled at a slightly higher speed during Phase II (14.7 mph versus 14.0 mph), which suggests a lower curving resistance (associated with lower flange and low rail creep forces). This reduction may be as high as 5,000 pounds × 4 locomotives = 20,000 pounds and reflects potential fuel savings as trains negotiate sharp curves at balance speed. Lateral forces Lateral wheel loads are expressed in terms of high and low rail L/V ratios and gaugespreading force. Figure 3 compares Phase I and II high rail L/V ratios for lead axles, lead trucks. L/V ratios are noticeably less in Phase II, a reduction that is attributable to increased vertical loads on the high rail (the “V” in L/V). With the reduction in elevation from 3.5 inches to 1 inch (closer to balance speed), vertical load transfer from high rail to low rail was reduced. Figure 4 compares Phase I and II low rail L/V ratios for lead axles and lead trucks. Low rail L/V ratios also are less in Phase II, resulting from a reduction in vertical wheel loads experienced by the low rail due mainly to the reduced load transfer between rails. Lateral force on the low rail is generated by friction between the wheel tread and the rail. Maximum lateral force occurs when the friction is saturated (when F = N x µ). By reducing the wheel load, N (due to reduced load transfer), maximum friction force is also reduced. In fact, there are 11 percentage points percent fewer wheel loads with low rail L/V ratios greater than 0.3 — a ratio that is closer to limiting friction and associated with low rail wear and RCF damage. But reducing the maximum friction force does not fully explain the reduction in low rail L/V shown in Figure 4 (reducing maximum friction force by reducing N holds L/V constant). The reduction in L/V is caused by an actual reduction in lateral force, one that can be attributed to improved truck steering. Gauge-spreading forces Figure 5 compares gauge-spreading forces (GSF) for lead axles, lead trucks. GSFs decreased from Phase I to Phase II — a change that was anticipated based on reduced low rail lateral loads. Note the overall reduction in nearly every GSF measurement bin rtands.com
(kips). Most notable is the 15 percentagepoint shift of axles into the 0-2-kip bin under Phase II performance results. These reduced gauge-spreading forces indicate the potential to reduce rail, tie and fastener wear; to reduce gauge-widening; and to reduce the likelihood of rail rollover. Conclusions Optimum curving performance is achieved when vehicles negotiate curves closer to balance speed. This may not be realized
often in service, as trains and routes vary due to a host of operating conditions; including the length of trains, train makeup, trailing tonnage and the accent and decent through the curve location. This research suggests that wheel/rail forces can be minimized if curves are superelevated for the prevailing maximum wheel tonnage and speed. And, in particular, heavy trains curving with excess elevation generally impose high vertical and lateral loads on the track and this condition should be
Figure 1 depicts axle (train) speed for all eastbound traffic for Phases I and II, with balance speeds marked.
Figure 2 depicts superposition of regression lines of wheel load differentials (low rail vertical minus high rail vertical) across lead axles versus the position in train.
September 2018 // Railway Track & Structures 19
TTCI r&D
avoided wherever possible. Generally, this research also indicates that vertical force distribution between high and low rails, L/V ratios and gauge-spreading forces were all shown to improve significantly when trains operated closer to balance speed.
Figure 3 shows Phase I and Phase II high rail L/V ratios for lead axles.
Future work A new revenue service test began in September 2017 on NS to compare rail performance on two adjacent 6.2-degree curves that differ only in the amount of elevation, one with 1.5 inches — designed at close to balance speed — and the other with 4 inches (designed with a significant amount of excess elevation). The goal is to further validate the benefits of operating trains at closer to balance speed by comparing rail performance through programmed inspections measuring rail wear and RCF. Acknowledgments Russel Walker, principal investigator II; Kenny Morrison, engineer; Ryan Alishio, engineering data analyst, TTCI.
Figure 4 compares Phase I and Phase II low rail L/V ratios for lead axles.
Figure 5 compares Phase I and Phase II gage-spread forces for lead axles.
20 Railway Track & Structures // September 2018
References 1. Morrison, K., Sabri, C., Tournay, T. and Trevithick, S. July 2014. “The Effect of Track Cant on Vehicle Curving: Theory & Single Car Test Results Part I of III.” Technology Digest TD-14-013. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 2. Akhtar, M., Morrison, K., Sabri, C., Tournay, T. July 2014. “The Effect of Track Cant on Vehicle Curving: In-service Site Selections & Analysis Part II of III.” Technology Digest TD-14-014. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 3. Akhtar, M., Morrison, K., Sabri, C. and Tournay, T. July 2014. “The Effect of Track Cant on Vehicle Curving: In-service Test Results III of III.” Technology Digest TD-14015. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 4. Alishio, R., Kerchof, B., Morrison, K., Pinney, C., Sabri, C., Tournay, T. July 2014. “The Effect of Track Cant on Vehicle Curving: Phase II In-service Test Results.” Technology Digest TD-14-016. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo. 5. Kerchof, B., Pinney, C. and Tournay, T. August 2016. AREMA Conference. “Effects of Superelevation and Speed on Vehicle Curing In Heavy-Axle-Load Service.” Orlando, Fla. rtands.com
UNM Bridge Research
Test set-up of the 1:5 scaled TPG at the Chinese Earthquake Administration in China.
Connecting wires;
improving an industry Understanding the needs of railroads drives bridge-related research at the University of New Mexico Compiled by Dr. Fernando Moreu, edited by Mischa Wanek-Libman. All photos courtesy of the University of New Mexico.
T
he University of New Mexico (UNM) established the Smart Management of Infrastructure Laboratory (SMILab) in August 2015, under Director Dr. Fernando Moreu, PE, who says the lab offers UNM students a blend of practice and research to prepare for professions in the rail industry. Moreu is an assistant professor of civil, construction, and environmental engineering at The University of New Mexico and he also has a courtesy appointment in electrical and computer engineering. The SMILab focus is on bridge engineering design and dynamics, civil infrastructure maintenance and deterioration monitoring and assessment in general. “UNM seeks to develop the use of nextgeneration smart sensing technologies and strategies in monitoring and testing dynamic and complex engineering problems and railroads definitely qualify for 22 Railway Track & Structures // September 2018
dynamic and complex,” said Moreu. Prior to getting his doctorate degree, Moreu worked in consulting engineering for more than 10 years, mostly focused in structural design and construction of bridges and structures. He is a registered professional engineer. His exposure to both industry, design and construction informs his research interests and publications. As a consultant to railroads such as the Canadian National (CN), BNSF and other railroad companies, Moreu found the industry’s top priority was safety. Consequently, the innovations he now conducts at the University of New Mexico are both practical and somewhat outside the norm. “If I wanted to do research as usual, I would have not taken the risks I took. Additionally, students perform better when they have to work on non-conventional solutions,” explained Moreu. The most unique component of SMILab
is that the owner’s needs inform the research directions. In April 2018, Moreu and two of his graduate students, Dilendra Maharjan and Marlon Frank Aguero, travelled to Fort Worth, Texas, to conduct a workshop. This workshop was sponsored by the Transportation Consortium of South Central States (TranSET) http://transet.lsu.edu/ and was part of the project, “Development, Training, Education, and Implementation of Low-Cost Sensing Technologies for Bridge Structural Health Monitoring (SHM).” The students helped organized logistics for the workshop and prepared survey documents that were handed out to the participants. The objectives of the workshop were to discuss with stakeholders the prioritization of developing needs towards application and implementation of new sensing technologies, devices or innovations in current inspection and maintenance practices. New technologies discussed included, but where not limited to: rtands.com
UNM Bridge Research
unmanned aerial vehicles, wireless sensors, machine learning and augmented reality. More specifically, by interacting with the owners of the infrastructure, the workshop identified top technological needs and priorities from the owners’ perspectives. On the same venue Moreu chaired the panel review, “Structural Health and Performance Monitoring of Railroad Infrastructure: Owners’ Perspective.” During this session, railroad owners, such as CN, BNSF, Union Pacific, and officers representing Transportation Technology Center, Inc. (TTCI), and the Federal Railroad Administration (FRA) shared with the structural engineering community their priorities, strategies, methodologies and results of structural health and performance monitoring applied to railroad infrastructure management. This session primarily described industry cases from North American railroads, including railroads from both the U.S. and Canada. Emerging areas of study Moreu has been awarded a Transportation Research Board (TRB) Safety Innovations
Deserving Exploratory Analysis (IDEA) national competitive grant by the National Academy of Sciences to develop and integrate drone technology and lasers to measure reference-free, contact-free displacements. The report of UNM’s results are now available in the TRB link http://www.trb.org/Main/ Blurbs/177995.aspx. Moreu explains that this project, for the first time, collects dynamic displacements using a laser carried by a drone, which can now measure transverse displacements which was not possible before. Moreu pointed out that, to date, there are two journal publications under review, one MS thesis and one Ph.D. thesis in progress. “Albuquerque is not a strange land for open flights. More particularly, we tested our prototype in the Abruzzo Balloon Park, which houses the annual balloon festival every year,” said Moreu. The outdoor validation of this technology exceeded the expectations of the original project. The results of this research were shown in January 2018 in Washington, D.C., during the annual TRB conference, and in May 2018 in Boston at MIT, during
the annual Engineering Mechanics Institute Conference of the American Society of Civil Engineers. Both events collected significant attention from within and outside the railroad. The team is preparing now for the implementation under real open traffic this fall, at TTCI in Pueblo, Colo. The next step of this project is collecting transverse and vertical displacements of real bridges under train crossings without the need for sensors. Another new emerging area SMILab is developing is Augmented Reality (AR), in the area of human-infrastructure interfaces. Using AR, Moreu and his team propose to increase safety of railroad employees in the field during inspection, allowing them to collect data without carrying notepads, tape measurers, etc. Since 2016, SMILab has been developing new applications in AR in collaboration with Los Alamos National Laboratory (LANL), the New Mexico Consortium and Los Alamos County. Moreu and his LANL counterpart, David Mascarenas, have worked in new applications to collect distances, areas and scan 3D volumes that the inspector can overlay,
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September 2018 // Railway Track & Structures 23
UNM Bridge Research
developing a “change detector.” “We called it the time-machine app, which allows the inspectors to overlay in front of them realities from different time stamps, which was not possible before,” said Moreu. Based on this work, Moreu has secured the first augmented reality laboratory for human-infrastructure interfaces in UNM, at the Center for Advance Research Computing, where students are programming their new interfaces. “Our students are most comfortable when working across disciplines, which augments their reality, pun intended. We have civil, mechanical, electrical and computer scientists developing these interfaces. We all learn from each other,” he said. Moreu presented preliminary results both at the Rail Infrastructure and Vehicle Inspection Technology Conference (RIVIT) 2017 (http://railtec.illinois.edu/RIVIT/rivit. html) and AREMA 2017 (http://www.arema. org/) for the railroad community, and in the 11th International Workshop on Structural Health Monitoring Stanford and the World Conference on Structural Control and
Monitoring (WCSCM) in Qingdao (China) for the SHM community, in September 2017 and July 2018, respectively. “We will be publishing a large number of journal papers in this technology in 2019, so stay tuned to the work on AR for real infrastructure inspections,” Moreu teased. In the area of human-machine interfaces for augmented inspections, Moreu developed with LANL a tap testing robot that conducts machine learning on automatic taps that the arm conducts on concrete surfaces. Using this technology, bridge inspectors (or inspectors of any other difficult to access facilities) will no longer need to climb to tap or, even better, the machine will remember the tapping from last time and compare it automatically. “Obviously, this is a very attractive topic for students from mechanical and structural backgrounds, but computer scientist enjoy real applications of artificial intelligence, so we are hoping to fly our tap tester robot soon and show full implementations,” said Moreu. SMILab stays close to the railroads and has shared its human-machine opportunities, hoping that this area can be studied and
tested so it can contribute to answer needs from the owners’ point of view. Sacrificial bumpers SMILab is aware of the current concern of railroads with truck impacts in their plate girders across the country. Using resources from the Center for Advanced Research Computing, Moreu and his team are searching for a way to prevent expensive and risky damage to these overpasses. One solution has already been tested in China, at the Institute of Engineering Mechanics Laboratory of the Chinese Earthquake Administration. In 2016, Moreu collaborated with Sandia National Laboratories in the Non-linear Mechanics and Dynamics (NOMAD) Summer Research Institute and designed finite element models of railroad bridges with researchers from China, Denmark, and the U.S. The team wanted to test the bridge against various impact scenarios to better formulate the nonlinearity of the problem, as well as to inform new designs and remedies. The group of researchers built virtual models
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UNM Bridge Research
say it is important, I basically said railroads say it is important” (https://www.ideals. illinois.edu/handle/2142/3474). In the past two years, Moreu and his team have developed a low-cost sensor that can be built in 30 minutes and can collect reference-free displacements on real-time. “Railroads and owners in general are not as interested in accelerations as much as in displacements, because displacements are quantifiable and comparable across time and space, as opposed to accelerations.” The new low-cost efficient wireless intelligent sensor is named LEWIS and already has a second generation called LEWIS2. High-accuracy displacement laser collecting reference-free, contact-free displacements (outdoor validation at Albuquerque).
and ran simulations on CARC systems with numerous variations, such as velocity, angle, track size, traffic conditions and higher and lower bridge heights. The lead researcher in this work was Moreu’s colleague Dr. Ali Ozdagli, now working at the University of Vanderbilt. Ozdagli says CARC systems were used because the research takes such a large model and so many complex scenarios, the work can’t be done on regular laptops. The solution the team came up with was a crash beam or bumper installed on the bridge. The bumper absorbs and decreases the energy from the impact and protects the bridge and attenuates the severity of the collision to the bridge and the truck. “We actually want the bumper to get damaged. To take the energy. Then we replace the bumper and get a new one. The bumper is sacrificial,” Moreu explained. Taking the results, Moreu has worked with a group of researchers in China to make a scale model of a railroad bridge
along with the bumper and tried it with success in a lab there. The director of the laboratory in China, Professor Wang Tao, built a 1:5 scale bridge and arranged the testing for the UNM research team in Beijing from November to December 2017. Professor Guo Xun, dean of the Institute of Disaster Prevention, assisted the experiment. The researchers presented preliminary results at the TRB Annual Conference in Washington, D.C., in January 2018. Moreu joked, “We’re hitting bridges in CARC every day and you didn’t know about it. Virtually.” Displacement collection The top priority of railroad bridge owners is not collecting data from their bridges, but to know if they need to worry about a train crossing them. So, the data of interest comes from the train crossing event. More specifically, Moreu has been prioritizing the collection of displacements from railroad bridges from over a decade, “but I did not
Training for the future Finally, SMILab is training the future engineers in railway engineering and smart transportation systems. Since 2017, Moreu and his team have trained across the age spectrum, from high school-age to professional engineers, in building and using smart sensors with the Arduino platform. In the past two years, more than 70 sensors have been built by amateurs at different events, including the summer transportation institute (high school students), structural dynamics class at UNM (graduate students) and the International Modal Analysis Conference (professional engineers). SMILab believes that by building sensors, the community can decide what is useful and what should be modified in the way we collect data out there. Moreu added, “High school students said that connecting wires was like making new friends. I think by connecting wires, students and engineers can learn touch what is data, how to collect it and decide what to change to make it useful for decision-making. We are ‘taming’ sensors by touching them.”
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Commuter Rail PTC
POWER UP PTC PROGRESS The commuter rail industry has focused its efforts toward PTC implementation and continues its progress as it moves from safe to safer.
28 Railway Track & Structures // September 2018
to have, is an unshakable commitment to safety. Nearly a decade following the passage of the Rail Safety Improvement Act, the commuter rail industry only looks back to appreciate how much progress has been made as it continues its work to complete PTC implementation. “Agencies have embraced this technology, they understand this mandate and are working extraordinarily hard and doing their very best to implement it,” said American Public Transportation Association (APTA) President and CEO Paul P. Skoutelas during a mid-August call with members of the press. Skoutelas added that the commuter
railroads are making strong and continuous progress and remain focused on implementing PTC in the best way possible and as early as possible. APTA’s analysis of Q2 2018 PTC data shows the commuter rail industry has: • 91 percent of the needed spectrum acquired; up from 88 percent in the first quarter; • 85 percent of the onboard equipment has been installed on locomotives and cab cars etc.; up from 81 percent in the first quarter; • 79 percent of wayside (on track equipment) installations have been completed; which is static from the first quarter; rtands.com
SEPTA
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hen legislation passed in 2008 that mandated the implementation of Positive Train Control (PTC), the commuter rail industry was in an arguably tight spot. The industry was facing an estimated $4.1 billion unfunded mandate at a time when the economy had crashed, taking ridership and state funding commitments to transit agencies along with it. The funding dip, coupled with a multi-billion-dollar backlog of state-ofgood repair work, left many commuter rail service providers wondering how the work would get done. What the industry did have, and continues
By Mischa Wanek-Libman, editor
Commuter Rail PTC
• 78 percent of back office control systems are ready for operation; up from 70 percent in the first quarter; • 74 percent of employees have been trained in PTC; up from 61 percent in the first quarter and • 34 percent of commuter railroads are in testing, revenue service demonstration or are operating their trains with PTC; up from 30 percent in the first quarter. The current numbers are also significant when compared to fourth quarter 2016 PTC progress data available on the Federal Railroad Administration’s (FRA) PTC portal. In December 2016, passenger railroads had 48 percent of the needed radio towers installed, 41 percent of locomotives were equipped and PTC operable, 40 percent of the total training was completed and only 13 percent of track segments had been completed. Skoutelas said he would not be ready until third quarter data is released to make the call on which commuter rail agencies will not meet statutory requirements by the end of 2018 to qualify for an alternative schedule of 2020. While the industry is bracing for some railroads to not meet these requirements, the list of possible properties continues to drop. The number of railroads classified as “at-risk” of missing the Dec. 31, 2018, deadline by FRA was reduced 25 percent from 12 in the first quarter of 2018 to nine in the second quarter. FRA considers a railroad “at-risk” if it has not installed at least 90 percent of its total hardware needed.
Those railroads classified as “at-risk” are all commuter rail providers. However, two of the three railroads removed from “at-risk” status between first quarter and second quarter progress reports are also commuter railroads. “While we are seeing progress among a majority of railroads, we want to see everyone meet their requirements,” said FRA Administrator Ronald L. Batory.
Challenges overcome APTA notes on its website dedicated to PTC in the commuter rail industry, www. apta.com/ptc, that implementing the safety overlay system “is an unparalleled technological and financial challenge in scale, complexity and time required.” APTA’s list of challenges faced by commuter rail providers includes a limited number of PTC-qualified vendors
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simultaneously in demand by both the passenger and freight railroad industries to develop, design and test the technology; diagnosing and resolving software issues, securing adequate access to track and locomotives for installation and testing, and achieving interoperability, as commuter rail systems operate in mixed traffic with other freight and passenger railroads. The commuter rail industry’s estimated price tag to implement PTC is $4.1 billion with an additional $80 million to $130 million required in annual maintenance and operation costs. Congress allocated FRA a total of $472 million specifically for PTC grants during the past three years. Of that total, commuter and intercity railroads were awarded $13.92 million in 2016, $197 million in 2017 and more than $164 million so far in 2018. As of press time, FRA was preparing to issue a Notice of Funding Availability for the remaining $46 million of the original $250 million it was authorized to award in 2018. Additionally, Railroad Rehabilitation and Improvement Financing (RRIF) and Transportation Infrastructure Finance and Innovation Act (TIFIA) programs have been used to finance the technology. Metropolitan Transportation Authority took out the largest RRIF loan in history, $967.1 million, to install PTC on Long Island Rail Road and Metro-North Railroad. Massachusetts Bay Transportation Authority also secured $382 million in combined TIFIA and RRIF loans for PTC. “While this financing has been helpful, the burden of repaying these loans still falls on public agencies that already face significant
30 Railway Track & Structures // September 2018
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“We advanced with the technology without having the funding. We were all concerned about our ability to basically drain our capital program to do PTC, especially when you looked at total program cost [$337 million], but our board was supportive of increasing safety and we felt we had to make our best effort,” said Knueppel. Pennsylvania passed Act 89 in late 2013, which provided a source of dedicated transportation funding effectively giving SEPTA the financial surety to develop a plan to address its backlog of state-of-good repair projects, as well as implement PTC. Knueppel explains that the procurement process itself can be a potential hurdle. He says the process used by many transit agencies is more rigorous and time intensive, in addition to being on a different scale versus what a freight railroad would use. “We operate in an industry where the bigger order wins. Our process can be slower to advance and it’s hard to compete when you have these big freight orders getting out ahead of us,” said Knueppel. “When it comes to [vendor] availability, it’s not just
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the availability, it’s that a transit agency’s procurement process is more involved and the scale is different.” Staff turnover has also been a challenge for the commuter rail industry. Knueppel says that SEPTA has replaced or replenished 25 percent of its positions during the past three years. “With C&S being a fairly small and tight knit group in the commuter industry, to put the kind of pressure that this legislation did and then see so many leaders retire during this time has been a challenge,” said Knueppel. He credits the ability to keep his key members of his team together as one of the many “good circumstances” that aligned for SEPTA to be as advanced in its PTC implementation plan as it is. “We were able to be here in Philadelphia with Amtrak engineering, that is certainly a big help and even for SEPTA, we went the low bid route and we made out very well with our contractor. We got a really great effort out of low our bid contractor,” he said.
Knueppel explains for those properties that have not found similar good circumstances, the environment promoted and provided through APTA’s various work groups, the commuter rail CEOs committee and the PTC subcommittee, has allowed best practices and lessons learned to be shared. He believes the PTC subcommittee, which officially formed in April 2018, has been particularly helpful in providing a cohesive push as the industry works toward a common agenda. Final push Achieving interoperability is a hurdle the entire rail industry must face, but Knueppel says it can get complicated for commuter railroads depending on a property’s host/ tenant situation. He offers SEPTA’s $32-million West Trenton Separation project, which was completed in 2015, as one example of this. CSX and SEPTA shared a six-mile stretch of track over which SEPTA’s West Trenton Line operated. Knueppel explains that, as the tenant, SEPTA opted
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to separate its operations, which eliminated the need to develop interoperability on that section of track. “I don’t think we would have progressed that project if PTC had not come along,” said Knueppel. “The host/tenant situation is a big part of how complex your PTC efforts are and interoperability in general. It takes a long time for the two entities to sort everything out. There are two opposing detailed viewpoints and coming to conclusion on those discussions is a big deal.” SEPTA’s system must be interoperable with two freight railroads, but Knueppel points to the complexity it will take a system, such as Metra, which operates in the same environment as 13 different railroads. “Implementing Positive Train Control in Chicago’s dense and busy railroad network has been very challenging, but Metra is right where we said we’d be in terms of finishing the job,” said Jim Derwinski, Metra’s CEO/executive director. “Working with our freight partners, we expect to have PTC implemented or in revenue service demonstration on six of our 11 lines by the end of 2018, and to complete the job by 2020.” Another consideration Knueppel brings up is the customer impact PTC has. “One example that I give as advice to other commuter rail operators is that in many cases, you’re going to need schedule changes and you’ve got to plan and be ready for that,” he said. “It is difficult to tie-in schedule changes, especially if you’re doing things incrementally and you’re not always sure exactly when you’ll be in service.” While Knueppel believes every PTC story is unique, he recognizes that there is great value in sharing experiences with peer agencies and working together to solve similar challenges. “We’re working as an industry and tremendous progress is being made. There’s certainly a lot of challenges, but we’re charging forward to get this improved signal system in place across all of the commuter agencies,” he said. He added, “The challenge of PTC was given to our industry at a time when we were probably fairly weak, given the enormous backlog of state-of good-repair needs and the economic collapse, that and a lot of other things hampered progress, but now, everyone is really powered up. Continuous safety improvement is a core value of our industry.” rtands.com
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RT&S AREMA Presidential Exit Interview
Dwight Clark and his wife, ‘Lissa, enjoy spending time with their grandchildren.
Clark looks back on term as AREMA president
Outgoing AREMA President Dwight Clark reflects on the state of the association and highlights from the past year.
36 Railway Track & Structures // September 2018
D
wight Clark, president of the American Railway Engineering and Maintenance-ofWay Association (AREMA) for the 2017-2018 term, discusses with RT&S what he believes prepared him for his work with the association, how the past year went and his hopes for the future of AREMA.
How did your day job prepare you for your role as AREMA’s president? When you accept the opportunity to represent AREMA as the president, this is a big decision that you face. Throughout my 37-year career at Union Pacific Railroad, I have had support from my company to actively participate in AREMA and its predecessor associations. Past Vice rtands.com
RT&S AREMA Presidential Exit Interview
Presidents of Engineering Stan McLaughlin, Bill Wimmer, David Connell and Greg Workman made a commitment to improving railroad maintenance and engineering practice by encouraging participation in the association. By taking advantage of this opportunity, one has an understanding of what the association is about. While attending my first conference in Dallas, Texas, I was asked to present. I was a roadmaster headquartered in Bald Knob, Ark. Our district engineer called me and said I was going to present. I tried to get out of it, but I lost and this ended up being a great opportunity. My day job also prepared me to be AREMA president through real life experience. My positions included maintaining track: on track gangs during summers as a roadmaster, being involved in division and service units and system level. The maintenance experience provided experience in planning projects, managing projects and budgeting. Working on track standards and maintenance guidelines provided tools that prepared me for the role of AREMA president. An understanding of
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research and development also provided a great background that has helped in my role.
“
My role as AREMA president provided me with the opportunity to work with and network with some of the best people in the industry.
Managers should take advantage of getting young railroaders to participate. Through the years, these young professionals will develop a network of colleagues and friends. The types of AREMA leadership
roles I have held prepare you for the various career positions one might encounter. I also learned to read all the technical material that was available to me. When making the transition from the role of senior vice president and to president, the AREMA staff provided direction and support to me. What are your thoughts as you reflect on the past year as president of AREMA? I am still wondering where the year went. The time seemed to really fly by. After taking office in September 2017, my company offered an enhanced retirement program, which was too generous to refuse. Retirement also afforded me the opportunity to dedicate all my efforts and time on AREMA business and travel. It has been my privilege and honor to serve as the AREMA president during the past year. My role as AREMA president provided me with the opportunity to work with and network with some of the best people in the industry. I was also blessed to be around excellent AREMA members, AREMA staff that
September 2018 // Railway Track & Structures 37
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is second to none and AREMA friends and colleagues. Have you been able to achieve all the goals you set? Was there anything you wanted to do that you did not get around to or could not complete? My initiatives this year included: continuing ongoing efforts to determine the direction of the association, ensuring the association provides overall value to railroads and other members, increasing participation of first line track, structures and signals managers, expanding the use of conference calls and web meeting services to boost railroad participation and strengthening relationships with our sister associations. For the most part, we met or had progress on those initiatives. Another idea that came up that was not one of my goals was trying to find innovative ways to get maintenance employees to participate in conferences. Railroads are often limited on travel budgets and cannot always send all the people who would benefit from these events. A concerted effort should be made in the AREMA and Railway Interchange years to provide some incentive to get young railroaders involved. Asynchronous and online participation should also be investigated. This year, AREMA will be introducing VirtualAREMA that will allow those who did not attend the conference to view presenter slides and synchronized audio from the event. This is a great start toward adding value after the event concludes. Although there is a documented advantage to face-to-face meetings for learning and networking, we also need to fully execute the use of webinars and online meetings. What do you feel you accomplished during your term? What are you most proud of having accomplished? I was able to provide a maintenance and technical perspective to the association. I have always remembered where I came from and
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the opportunities that AREMA has provided to me. I was able to extend support to the other sister associations. I was able to represent AREMA at the Railway Tie Association (RTA) and the National Railroad Construction and Maintenance Association (NRC) and conferences. I also participated at the Railway Systems Suppliers, Inc. (RSSI) Conference and made a presentation at the American Society of Civil Engineers (ASCE) International Conference on Transportation & Development on Railroad Perspective Emerging Technologies— a first for the association. One of the tasks we accomplished was integrating changes to the Maintenance-of-Way Functional Group. This is critical, because a large number of our members come from the maintenance side of the business. We need to continue remembering the value they bring to the association and find benefit for these members.
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Where do you see the organization going from here? Where do you believe it will be five years from now? What about 10 years from now? One of the tools that will provide guidance for the association is a strategic plan. The AREMA Board of Governors is responsible for providing strategic direction and policy for the association.
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Dwight and ‘Lissa attend an Oklahoma State University baseball game during the College World Series in 2016.
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The AREMA Board of Governors is working on a strategic plan for AREMA that will guide the association, and the bulk of the work has been accomplished by past presidents Brian A. Lindamood and David A. Becker. The AREMA Board of Governors is currently working through a draft of this information. Initiatives have been grouped into three areas: Ongoing – items aimed at ensuring consistent, high quality, operational performance of the association; Near Term – tactical items aimed at the interaction of the association with its membership, customers and the industry as a whole and Long Term – future-focused items aimed at protecting and enhancing the association’s mission.
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What do you hope for the future for AREMA? What do you think AREMA needs to do in the future to succeed? The importance of AREMA for our industry cannot be understated. 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. Our technical committees and members are the association’s key strength and we need to continue to maximize this strength. The association includes maintenance professionals and we need to ensure we meet their needs. This includes having technical material available for their reference and review. One of the strengths I saw throughout my time with AREMA has been networking. Managers can and should encourage young railroaders to participate in the association. These young railroaders are the future of the industry. I see using technologies such as asynchronous presentations and online content to get maintenance employees involved in technical committee meetings. When looking ahead to the future, we also need to support the universities and the student chapters. These are the keys to AREMA’s success.
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Message From The President
M
y name is Jim Kessler and I am the vice president – engineering for the North Carolina Railroad Company (NCRR). I am very honored and humbled to have been selected by my peers to serve as president of the American Railway Engineering and Maintenance-of-Way Association (AREMA) for the 2018 – 2019 term. My term of office will begin at the end of this year’s Annual Conference & Exposition in Chicago, Ill. I would like to give you some background on my experience in the railroad and transit industry and my involvement with AREMA. I graduated from North Carolina State University with a degree in civil engineering. Following college I began my career at Sanders and Thomas (S&T, now STV) in the civil engineering department. When S&T decided to start a railroad practice, I was asked to work with a former chief mechanical officer of the Reading Railroad, focusing on railroad inventory and valuation projects. Following S&T was a stint at Day and Zimmerman working on the light-rail project in Buffalo, N.Y. I later became employed by Thomas K. Dyer, Inc., a railroad and rail transit specialty firm, as a track designer. This led to a 30-year career at HNTB/Dyer working on rail transit and railroad projects nationwide. In 2012, I became employed by NCRR. I joined the American Railway Engineering Association (AREA, and now AREMA) in 1981. Tom Dyer saw the importance of AREA and ensured that the young engineers in his firm became exposed to the association and could attend the annual conferences. In 1991, I was encouraged to become involved with an AREMA committee and joined Committee 5 - Track. I also subsequently joined Committee 11 – Commuter and Intercity Rail, where I
44 Railway Track & Structures // September 2018
served as a sub-committee chair, committee secretary and committee vice chair. I have also served three years on the Functional Group Board of Directors representing the Passenger & Transit Functional Group. This past year, I had the pleasure of serving as senior vice president of AREMA, chair of the Publications Committee and chair of the Annual Conference & Exposition Program Committee. I am following in the footsteps of AREMA’s previous presidents, including Dwight Clark, this year’s president, and David Becker, our immediate past president. I want to thank both Dwight and Dave for their guidance and invaluable contributions to AREMA. I am very grateful to those I have had the pleasure of working with over the past four decades who have encouraged me, guided me and provided great advice. Among them was a gentleman named Glenn Hartsoe, who I had the privilege of working for and with for more than 20 years. Glenn was very well known at AREMA and respected in
I am very grateful to those I have had the pleasure of working with over the past four decades who have encouraged me, guided me and provided great advice. the railroad industry. He provided me with much valuable insight and guidance. In addition to all those who have supported my involvement in AREMA throughout the years, I owe a special debt of thanks to my current employer, the North Carolina Railroad Company, and its president, Scott Saylor. NCRR is not your typical railroad in that we do not operate trains but instead have an operating agreement with Norfolk Southern Corporation (NS).
At NCRR, we work closely with the NS design and construction staff, including AREMA Past President Dave Becker. NCRR’s focus is on improving the railroad through capital investment and investing in the economic growth of North Carolina. NCRR has been very supportive of my involvement with AREMA and has also established an endowed scholarship. Many thanks to Scott Saylor, president, the staff and the Board of Directors of NCRR for their support! Finally, I wish to acknowledge the support of my family throughout my career. I have been married to my wife, Debbie, for more than 37 years. We have two grown children, Sarah and Andrew. Being involved with the railroad industry has led to long hours and spending much time away from home. Debbie has done a wonderful job of keeping things on track at home during my absences. Each year, the AREMA president focuses on a specific goal for the coming year. This year, I aim to successfully communicate to all AREMA members and supporters what the association does and the opportunities for involvement within the organization. While AREMA is well known for its publications and for its annual technical conference, there is much that goes on “behind the scenes” that makes AREMA the valuable organization it is. Through this year’s column, I hope to provide a greater understanding of AREMA. My goal is to encourage members to become involved in AREMA’s committees and to recognize the many members who contribute their valuable time and energy to make this a successful organization. The AREMA 2018 Annual Conference & Exposition will take place from Sept. 16 through Sept. 19. This year’s program will again provide an excellent opportunity for members of the railway industry to increase their railroad knowledge, technical expertise, network and forum for the exchange of ideas. I want to extend a special thanks to the Program Committee (the six Functional Group vice presidents, directors and Stacy Spaulding) for their efforts in selecting abstracts, reviewing technical papers and presentations and assembling an impressive slate of more than 80 technical presentations. A number of seminars and committee meetings will also be held in conjunction with the conference. I look forward to seeing you in Chicago! rtands.com
University of Illinois and Swedish Royal Institute of Technology partner to offer new master’s degree in railway engineering By Chris Barkan and C. Tyler Dick, Rail Transportation and Engineering Center, University of Illinois at Urbana-Champaign
O
ngoing growth in freight rail traffic and passenger rail and transit ridership, combined with a high retirement rate among experienced railway engineering professionals, is creating opportunities for hundreds of new engineering graduates to enter the rail industry each year. Despite strong global demand for young professionals with knowledge of railway engineering, few programs in the U.S. offer railway degrees or concentrations, creating a shortfall in the workforce needed to fill these vacancies. To help meet this demand, University of Illinois’ Rail Transportation and Engineering Center (RailTEC) has partnered with KTH Royal Institute of Technology’s Railway Group (KTH), in Stockholm, Sweden, to design a professionally-oriented degree that produces industry-ready railway engineers: a Master of Engineering in Railway Engineering. Railways are complex technical systems with extensively coupled interactions between the vehicles, infrastructure and operations. Expanding and improving the safe, efficient and reliable operation of the rail network requires a new generation of engineers with unique knowledge and skills. Most graduate engineers entering the rail sector have general civil or highway transportation engineering degrees and limited exposure to rail engineering principles. Understanding the integrated nature of track, vehicle and traffic control subsystems is essential to developing effective solutions and making decisions to optimize overall system performance. The RailTEC and KTH partnership features complementary educational focuses. RailTEC is based in civil engineering with topical depth in track design and construction of civil infrastructure for highefficiency, heavy-axle-load freight transport and high-speed passenger rail systems. KTH’s strengths are in the mechanical and electrical engineering specialties of rail vehicle technology, running gear design and electric traction systems. This shared professional master’s in Railway Engineering offers an integrated engineering curriculum in the rail vehicle and track system. rtands.com
Students pursuing a master’s in Railway Engineering will also benefit from various experiential learning opportunities. They spend up to one semester on the KTH campus taking courses, interacting with faculty and fellow students, and developing a more cosmopolitan perspective on global rail transport principles and practices. Additionally, students engage in professional development by completing an internship or design project or by taking business-oriented courses like construction optimization, technology innovation and strategy and finance for engineering management. The Illinois College of Engineering Center for Professional and Executive Training and Education supports
further growth in management, leadership and business skills. The new Master of Engineering in Railway Engineering program launched this fall, and applications are now available for Fall 2019 admission. Graduates will gain a competitive edge, with unmatched technical depth and breadth. The rail industry will benefit from a new generation of rail engineering professionals who can innovate to maximize system performance while constructing, operating, maintaining and expanding the railway network of the future. For more information, please visit: https://railwaymeng.engineering. illinois.edu/.
Coco Liang and Josue Cesar Bastos observe and discuss a finite element model.
September 2018 // Railway Track & Structures 45
AREMA 2018 Annual Conference & Exposition Schedule-At-A-Glance FRIDAY 9/14/2018 Registration Introduction to Practical Railway Engineering Seminar (Day 1)
Session Start Time 11:00 AM 12:30 PM
Session END Time 3:00 PM 5:00 PM
SATURDAY 9/15/18 Registration Introduction to Practical Railway Engineering Seminar (Day 2) Exhibitor Move-In Committee Meetings 8:00 AM - 5:00 PM sunday 9/16/18 Conference Operating Committee Breakfast (Invitation Only) Introduction to Practical Railway Engineering Seminar (Day 3) Exhibitor Move-In Registration Student Program Spouse/Guest Welcome Reception & Hospitality Suite Exposition Open Lunch in Exhibit Halls Young Professionals Program Committee Meetings 8:00 AM - 5:00 PM
Session Start Time 7:30 AM 8:00 AM 8:00 AM
Session END Time 6:00 PM 5:00 PM 6:00 PM
Session Start Time 7:15 AM 8:00 AM 9:00 AM 9:00 AM 9:00 AM 12:00 PM 12:00 PM 12:00 PM 4:00 PM
Session end Time 8:30 AM 5:00 PM 10:00 AM 5:00 PM 5:00 PM 4:00 PM 5:00 PM 2:00 PM 7:00 PM
MONDAY 9/17/2018 Continental Breakfast Registration Spouse/Guest Hospitality Suite Opening General Session Keynote Speaker Captain Mark Kelly Commander of Space Shuttle Endeavour’s Final Mission, “Endeavor to Succeed” Coffee Break Spouse/Guest Brunch Technical Presentations Exposition Open Lunch in Exhibit Halls Engage with AREMA Meet the Next Generation Event LRW Connecting & Cultivating #WomenInRail Reception
Session Start Time 7:00 AM 7:00 AM 7:00 AM 7:50 AM
Session END Time 7:45 AM 5:00 PM 5:00 PM 2:00 PM 9:00 AM 10:00 AM 12:00 PM 1:00 PM 5:00 PM 3:00 PM 2:00 PM 5:15 PM 6:30 PM
Committee Meetings 8:00 AM - 5:00 PM
8:00 AM 9:30 AM 10:00 AM 10:00 AM 1:00 PM 1:00 PM 1:15 PM 2:15 PM 5:30 PM
TUESDAY 9/18/2018 Continental Breakfast Registration Spouse/Guest Hospitality Suite Functional Group Technical Sessions Spouse/Guest Trip to Field Museum (tour and lunch - separate ticketed event) Exposition Open (closed Noon- 2:00 PM) Coffee Break in Exhibit Halls Annual Committee Chairs Luncheon (Ticketed Event) Committee Reception
Session Start Time 7:00 AM 7:00 AM 7:00 AM 7:55 AM 8:30 AM 9:00 AM 10:00 AM 12:15 PM 5:00 PM
Session END Time 7:45 AM 4:00 PM 4:00 PM 5:00 PM 1:00 PM 4:00 PM 10:30 AM 2:00 PM 6:00 PM
WEDNESDAY 9/19/2018 Continental Breakfast Registration Spouse/Guest Hospitality Suite Closing General Session
Session Start Time 6:45 AM 6:45 AM 7:00 AM 7:45 AM
Session END Time 7:30 AM 10:00 AM 9:30 AM 12:15 PM
46 Railway Track & Structures // September 2018
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AREMA 2018 Annual Conference & Exposition Schedule-At-A-Glance “Railway Industry Update Anthony “Tony” Hatch Transportation Industry Analyst ABH Consulting Passenger & Transit Technical Presentation Maintenance-of-Way Technical Presentation Engineering Technical Presentation Coffee Break Track Technical Presentation Communications & Signals Technical Presentation Structures Technical Presentation FRA 213: Track Safety Standards Seminar (Day 1) Track Alignment Design Seminar (Day 1) Committee Meetings 8:00 AM - 5:00 PM
8:15 AM 8:45 AM
8:45 AM 10:15 AM
10:15 AM 10:45 AM
10:45 AM 12:15 PM
1:00 PM 1:00 PM
5:00 PM 5:00 PM
THURSDAY 9/20/2018 FRA 213: Track Safety Standards Seminar (Day 2) Track Alignment Design Seminar (Day 2) Committee Meetings 8:00 AM - 5:00 PM
Session Start Time 8:00 AM 8:00 AM
Session END Time 5:00 PM 5:00 PM
FRIDAY 9/21/2018 FRA 213: Track Safety Standards Seminar (Day 3) Track Alignment Design Seminar (Day 3)
Session Start Time 8:00 AM 8:00 AM
Session END Time 12:00 PM 12:00 PM
Upcoming Committee Meetings September 15, 2018 Committee 27 Maintenance of Way Work Equipment Chicago, IL September 15 - 16, 2018 Committee 5 - Track Chicago, IL Committee 24 - Education & Training Chicago, IL September 16, 2018 Committee 10 - Structures, Maintenance & Construction Chicago, IL Committee 11 Commuter & Intercity Rail Systems Chicago, IL Committees 11 and 17 Joint Meeting Chicago, IL Committee 12 - Rail Transit Chicago, IL Committee 14 - Yards & Terminals Chicago, IL Committee 16 - Economics of Railway Engineering & Operations Chicago, IL
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Committee 17 - High Speed Rail Systems Chicago, IL Committee 18 Light Density & Short Line Railways Chicago, IL Committee 33 Electric Energy Utilization Chicago, IL Committee 40 - Engineering Safety Chicago, IL
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 November 11, 2018 Committee 6 Building & Support Facilities California
Committee 41 - Track Maintenance Chicago, IL
2019
September 17, 2018 Committee 13 - Environmental Chicago, IL
February 5 - 6, 2019 Committee 15 - Steel Structures New Orleans, LA
September 19 - 20, 2018 Committee 38 - Information, Defect Detection & Energy Systems Chicago, IL
May 14 - 15, 2019 Committee 15 - Steel Structures Kansas City, MO
Committee 39 - Positive Train Control Chicago, IL
September 10 - 11, 2019 Committee 15 - Steel Structures Columbus, OH
October 4, 2018 Committee 8 Concrete Structures & Foundations Portland, ME
September 2018 // Railway Track & Structures 47
Getting to know Jim Kessler
Jim Kessler, vice president – engineering North Carolina Railroad Company
E
ach month, AREMA features one of our committee chairs or committee members. We are pleased to announce that our September featured member is incoming AREMA President Jim Kessler, who also serves as vice president – engineering at North Carolina Railroad Company (NCRR). AREMA: Why did you choose a career in railway engineering? KESSLER: My initial choice of a career was not railway engineering exactly, but civil engineering. Growing up in northern New Jersey, just outside of New York City in the 1950s and 1960s, was an exciting era for infrastructure construction. Although my father worked in the chemical industry, he had a real interest in engineering, construction and transportation. Transportation facilities were more accessible in those days. Sunday drives with the family included visits to Port Newark to see the ships and trains and to Newark Airport to see the latest airplanes. We also made trips to see major construction projects, such as the Verrazano
Renew Your AREMA Membership Membership in AREMA demonstrates that you are a professional in your field, dedicated to improving your practical knowledge and interested in exchanging information with your peers in order to advance the railroad engineering industry. AREMA helps further your education by of fering numerous seminars, webinars and also
48 Railway Track & Structures // September 2018
Bridge and new interstate highway segments. I remember driving into lower Manhattan on Saturday mornings to see the World Trade Center towers going up and within blocks of our house were the mainlines of the Jersey Central, Reading and Lehigh Valley railroads. After college, I began working as a civil engineer designing highways and structures. The firm I was working for decided to begin a railroad and rail transit practice and was seeking young engineers to work with a retired railroad engineer. Having had an interest in railroads, I raised my hand. The work was exciting and I enjoyed working with the people in the railroad industry. The experience led me to pursue working for a railroad engineering consulting firm. AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies? KESSLER: I enjoy reading, especially histories and biographies. I find it very interesting to read railroad history and the people who were involved with the financing and construction of railroads. I also enjoy working in the yard and doing projects around the house. Road trips to visit friends and family and see historical sites are enjoyable, as well. AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be? KESSLER: After graduating from college, my first job was through an international technical exchange program working in the engineering department of the city of Aarhus, Denmark. I was able to work with Danish engineers on transportation projects and learn about their practices. Being there for an extended period of time was a great way to get to know the people and Danish culture. AREMA: What advice would you
the recommended practices for railway engineering infrastructure including track, structures and communications & signals. Through your membership, stay connected as a member of AREMA Technical Committees. Be sure to renew your membership today to take advantage of what AREMA can of fer you. Login now and renew your 2018 dues online at
offer someone pursuing a career in the railway industry? KESSLER: The railway industry is a large and varied entity with many opportunities. You could be employed in the areas of planning, design, construction, maintenance, product development, oversight, management and more. Learn as much about the industry as you can. The key is to have an idea as to where your talents, abilities and interests lie and pursue opportunities in those areas. The railway industry is in the business to generate income by moving freight and passengers safely and reliably. Aside from being technically qualified and ethical, you need to be able to collaborate with others to be productive. Having an understanding of how trains move, for example, will help you prepare designs that can be constructed in conjunction with ongoing train operations. In addition to your technical education it is invaluable that you be able to communicate with others and listen to advice. Many people in the industry have a wealth of practical knowledge gained by experience. Be open to their advice and ask questions to ensure you have a good understanding of what is being discussed. Engage with people in the industry. If you are in college, join an AREMA student chapter and work to bring in speakers from the industry. Attend the Annual Conference and participate in the student activities and attend the technical sessions. Industry employees at these events will be happy to talk to you and provide insights regarding the industry. If you are just starting out in your career, join an AREMA technical committee and become active on the committee. There is no better way to engage railroaders and gain knowledge from their experiences than to be active in committee work.
www.arema.org. AREMA on Social Media Stay up-to-date on the most recent AREMA information through all official social media outlets. Become a fan of the AREMA Facebook Page, join the AREMA LinkedIn Company Page and tweet, retweet and hashtag @ AREMArail on Twitter!
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Spotlight on Committee 16 A former AREMA committee chair sheds light on the goings-on of the committee and its potential benefits to members. By Sean Robitaille, past chair of Committee 16 - Economics of Railway Engineering & Operations; Transportation Engineer, Canadian National
D
uring my term as chair of Committee 16 - Economics of Railway Engineering & Operations, some of the most commonly asked questions I received from AREMA members were “what is Committee 16 all about?” and “why should I join this committee?” Having recently completed my term as chair of the committee, this provides me a unique opportunity and perspective to provide some insights about the committee and its ongoing activities. To start, Committee 16’s field of expertise bridges the gap between the engineering world and the operations world. Included in this wide scope are the processes that lead to economic justification for operating and capital works that will fulfill the operations department mandate to move people and goods in an efficient and cost-effective manner. As the methodology used in the justification process can take many forms, typically founded on basic economics, Committee 16 touches on some interesting fields of analysis. It also takes a unique group of railroad engineering experts to put this material together for the rest of the AREMA membership to access and use when making decisions. Committee 16 members have a wide range of experience, both in number of years and in the nature of their experiences, with diverse career paths and areas of specialization. Many of the members have experienced railroading from multiple perspectives during the course of their careers. Part of the membership is highly experienced in understanding how the needs of the operating function can be translated into work activities that will be undertaken by the engineering function. Topics of interest include such categories as basic railroad line and facility location, capacity analysis, train performance and operating procedures, all of which drive demand for engineering design and maintenance services. Other members are skilled at quantifying and calculating the costs associated with capital or operating projects for use when working on financial assessments
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in association with accounting groups for funding. Some of our members have backgrounds in cost estimation, accounting principles, cost allocation and budgeting processes. The committee also takes pride in managing the Dr. William W. Hay Award for Excellence. Each year, the chair of Committee 16 has the honor of being part of the selection committee for the award. This unique opportunity offers insight into some of the most innovative rail engineering projects being completed in North America, with the challenge of selecting just one to be the award recipient each year. The goal of Committee 16 is to bring all of this knowledge together and make it available for AREMA members. All of the subject areas noted above are covered in Chapter 16 in significant detail and provide an initial level of guidance for both new and seasoned railroaders, consultants and suppliers. However, to obtain much more detailed insight, nothing can beat direct interaction with the committee members. For those who would like to see more of Committee 16 in action, the committee
welcomes guests on the regular conference calls, the annual meeting at the yearly AREMA conference and at presentations provided during the Engineering Services technical talks at the conference. For example, at the 2017 Annual Conference, a panel of five distinguished Committee 16 members (representing both railroad and consulting perspectives) held a special one-hour panel discussion and presentation regarding the current focus on infrastructure considerations for increased freight train lengths. Committee 16 is also working on material that will cover elements of yard capacity, which has become a focus issue once again as railroads adapt to both longer trains and changing yard operations philosophies, and readers should expect to see more on this subject later in 2018. If any of these topics sound interesting to you, come out and participate with the members of Committee 16, and contribute knowledge from your experiences in the execution of engineering projects. We’re always looking for new members who will help maintain the essential link between engineering and operations.
The AREMA Committee 16 members who attended the spring 2013 meeting were provided with a site tour of the facilities of the Port of Long Beach, Calif., where significant projects related to the committee’s areas of expertise were underway and others recently completed. Shown here, the committee members pose after completing the inspection tour of the port facilities. Photo courtesy of Sean Robitaille September 2018 // Railway Track & Structures 49
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Calendar
SEPTEMBER 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.
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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 3. Railroads + Shippers = Solutions. City Club of Washington, D.C. Contact Lisa Linthicum. Phone: 918-586-8511. E-mail: llinthicum@cwlaw.com.
15-16. Penn State Altoona Railroad Industry Exchange. Altoona, Pa. Contact: Cindy Royal. Phone: 814-949-5722. E-mail: LMH13@ psu.edu. Website: https://sites.psu.edu/rrix/. 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. 18-19. Railway Age NextGen Train Control Conference https://www.railwayage.com/ nextgen/.
9. Western Railway Club meeting. Union League Club of Chicago. Chicago, Ill. E-mail: info@westernrailwayclub.com. Website: www.westernrailwayclub.org/ railway-meetings.htm.
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/.
15. Professional Development Seminar – Introduction to Rail Dynamics. University of Nevada, Las Vegas – Main Campus. Las Vegas, Nev. Contact: Boniphace Kutela. Phone: 702-858-0013. E-mail: kutela@unlv. nevada.edu.
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.
November
September 2018 // Railway Track & Structures 51
PRODUCTS
Virtual equipment training Focused Technology Solutions (FTS) has debuted new 3D/VR interactive training, which allows employees to practice their skills using virtual equipment. With the interactive training, equipment used in the field is replicated in form and function, enabling staff to “learn by doing” anytime, in any place. The company said its technology is intended to accelerate employee learning, increase safety and cut costs of live training by using a visual, interactive and portable alternative method. Additional features of the training include the ability to train several workers at once and avoiding restricted resources or assets. The company said 3D/VR Training is intended to provide improved operation of equipment to minimize risks in the field, in addition to the ability to recreates hazardous conditions without introducing any real risks. FTS also notes the use of this technology can reduce operator down time. The company said it is “combining Mixed Reality to bring safety to the real world.” Email: peterbartek@railserve.biz.
Drum cutters KINSHOFER, a manufacturer of excavator and loader crane attachments, has introduced its new WS Drum Cutter Series. KINSHOFER acquired the drum cutter line earlier this year with its purchase of Schaeff Transverse Cutter from Atlas GmbH. The manufacturer said the drum cutters feature a pick angle and optimal chisel arrangement intended for high performance and minimal wear. The company says its WS-Series items are among the quietest drum cutter options the industry, making them useful in areas with noise restrictions and producing less vibration than breakers, enabling contractors to use them in areas at risk of disturbing a nearby structural foundation. KINSHOFER offers four chisel tips for use in different applications: standard, heavy-duty, wear-protected and wood. WS-Series Drum Cutters are available in seven models for 2-ton to 60-ton excavators. The attachment can also be paired with KINSHOFER’s NOX Tiltrotator for further versatility to enable a 360-degree continuous rotation and multi-directional tilting up to 55 degrees. Website: https://www. kinshofer.com/en/index.php/en/ home/intro
The Railway Educational Bureau Track Safety Standards
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Federal Regulations
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. BKTCAL Track Calculator $10.50 Only $9.50 for orders of 50 or more!
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The Railway Educational Bureau 1809 Capitol Ave., Omaha NE, 68102 www.RailwayEducationalBureau.com 52 Railway Track & Structures // September 2018
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Ad Index
COMPANY AREMA Marketing Department Atlantic Track & Turnout Co. Auto Truck Group Birmingham Rail & Locomotive Co. Custom Truck One Source Diversified Metal Fabricators, Inc. Dixie Precast, Inc. Georgetown Rail Equipment Co. Hayward Baker, Inc. Herzog Railroad Services, Inc. Holland LP Hougen Manufacturing, Inc. Industry Railway Suppliers, Inc. Knox Kershaw Inc. Koppers Railroad Structures Landoll Corporation Loram Maintenance of Way, Inc. Montana Hydraulics, LLC NGTC Nordco, Inc. North American Rail Products Inc. Omega Industries, Inc. Pandrol USA, L.P. Plasser American Corp. Progress Rail, A Caterpillar Company Racine Railroad Products, Inc. RCE Equipment Solutions Inc. Railway Education Bureau, The Sperry Rail Services Taimi Hydraulics Vancer voestalpine Nortrak, Inc. Vossloh North America Willamette Valley Company
PHONE # 301-459-3200 973-748-5885 816-412-2131 205-424-7245 816-241-4888 404-875-1512 770-944-1930 512-869-1542 314-802-2920 816-385-8233 708-672-2300 866-245-3745 630-766-5708 334-387-5669 800-356-5952 800-428-5655 763-478-6014 877-449-3164 212-620-7224 414-766-2180 604-946-7272 360-694-3221 1-800-221-CLIP 757-543-3526 256-505-6402 262-637-9681 866-472-4510 402-346-4300 203-791-4507 402-891-7665 307-778-8700
FAX # 301-459-8077 973-784-4520 816-412-2191 205-424-7436 816-241-3710 404-875-4835 770-944-9136 512-863-0405
541-484-9621
541-484-1987
708-672-0119 800-309-3299 630-766-0017 334-387-4554 608-221-0618 888-293-6779 763-478-2221 212-633-1162 414-766-2379 360-694-3882 888-692-1150 856-467-2994 757-494-7186 256-505-6051 262-637-9069 630-355-7173 402-346-1783
402-891-7745 307-778-8777
E-MAIL ADDRESS marketing@arema.org info@atlantictrack.com eschoenfeld@autotruck.com bhamrail@aol.com bboehm@cte-equipment.com sales@dmfatlanta.com fbrown142@aol.com bachman@georgetownrail.com jrhill@HaywardBaker.com jhansen@hrsi.com rgehl@hollandco.com info@trak-star.com sales@industryrailway.com knox@knoxkershaw.com rrdiv@koppers.com jim.ladner@landoll.com sales@loram.com dehlke@mthyd.com jchalon@sbpub.com cnielsen@nordco.com cerhart@narailproducts.com omegaxings@aol.com plasseramerican@plausa.com info@progressrail.com custserv@racinerailroad.com dennishanke@rcequip.com bbrundige@sb-reb-com robert.dimatteo@sperryrail.com lindsayobal@nmc-corp.com gord.weatherly@voestalpine.com info@vossloh-north-america.com alisha.barrowcliff@wilvaco.com
PAGE # Cover 3 41 8 32 6 24 30 Cover 4 2 40 38 10 26 37 25 43 Cover 2 29 16-17 51 34 7 11 33 5 23 42 31,52 21 32 30 9 39 27
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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September 2018 // Railway Track & Structures 53
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 54 Railway Track & Structures // September 2018
OLATHE, KS • HOUSTON, TX • BRIGHTON, CO • BRANCHBURG, NJ • SAN MARCOS, CA • CALGARY
www.Crane-Works.com
rtands.com
New & Used Equipment
SALES – SERVICE – RENTALS – PARTS – HI-RAIL & CRANE INSPECTIONS HI-RAIL TRUCKS IN INVENTORY AND IMMEDIATELY AVAILABLE FOR SALE OR RENTAL (NEW AND USED)
MOW Integrated Carbide Tools 6700 Tamping Tool JK-635
SECTION TRUCKS – GRAPPLE TRUCKS ROTARY DUMP TRUCKS ... PICKUP TRUCKS … AND MORE ALSO HEAVY DUTY HI-RAIL TIE & RAIL CARTS
MKIV Tamping Tool JK-215L/R
GRM3000 Tamping Tool JK-560C
Replace worn components with Harsco Rail’s complete line of integrated carbide tools.
Omaha Track Equipment 13010 F Plaza • Omaha NE 68137 (402) 339-4512 Contact PAUL WARD • (402) 651-6632
• Class 1 product approval • Genuine OEM parts • All products in stock with immediate availability
paul@omahatrack.com
To order, call: 1-800-800-6410 Email: railparts@harsco.com
MOW Equipment Lease & Sale Brushcutting Specialized Hauling Track Surfacing Low Boys with Rail
Hi Rail Gradalls
www.RailwayEquipmentServices.net “A full service company with over 25 yrs exp!”
Professional Directory
MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 • Fax: 212/633-1165 Email: jacquart@sbpub.com rtands.com
ALL MAJOR CREDIT CARDS ACCEPTED
September 2018 // Railway Track & Structures 55
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
GLOBAL RAIL TENDERS
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RAIL BRIEF
The Weekly RT&S Email Newsletter
TURNING OPPORTUNITIES INTO NEW BUSINESS
Subscribe at: www.rtands.com/RailBrief
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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. 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
Bridge Inspection & Streambed Scour Date: October 15-18 PDH: 21.75 Hours Location: Concord, CA
Register at www.arema.org now!
HOW MUCH LIFE DO YOUR TIES HAVE LEFT? ONLY GREX KNOWS FOR SURE. Now you can take the guesswork out of your tie maintenance programs. Using patented machine vision technologies, GREX is able to monitor the health of ties throughout their entire life cycle– from the day they’re created to the day they’re singled out for replacement. We can even mark them for removal and streamline the placement of new ties for your tie gangs. Visit us at AREMA booth #203 to see what our technology can do for your railroad.
Auora Xiv Aurora Xiv utilizes patented backscatter x-ray technology to see inside of individual wood ties, allowing you to find hollow spots and other flaws visual inspections might miss
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COMPANY
+1 512.869.1542 www.georgetownrail.com G
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