RT&S January 2015

January 2015 | www.rtands.com

(Re)building

Tower 55 PLUS Managing vegetation The search for rail flaws and also AREMA News p. 28

Contents January 2015

4

Features

15

Industry Today 4 Supplier News 9 People

Rail inspection Inspecting rail has moved beyond just finding flaws to assessing a bigger view of rail health.

20

Columns

20

NMC Railway Systems

BNSF

News

RAILWAY TRACK AND STRUCTURES

Vegetation management Enhanced equipment that gets into tighter spots and works more efficiently is what service providers are offering.

24

Tower 55 improvements A multi-million dollar effort between five stake holders, including BNSF and UP, work to unsnarl one of the busiest interlockings in the U.S.

24 Departments 11 TTCI R&D 28 Arema News 35 Products 36 Calendar 37 Advertisers Index

3

10

On Track Opening tracks for public use?

37 Sales Representatives 38 Classified Advertising 38 Professional Directory

NRC Chairman’s Column Off to a running start

FOLLOW US on Twitter LIKE US on Facebook

www.rtands.com

Sperry Rail Service

BNSF crews working at and around the Tower 55 site. Photo courtesy of BNSF. Story on page 24.

15

Railway Track & Structures

January 2015 1

On Track

RAILWAY TRACK AND STRUCTURES

Vol. 111, No. 1 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 Jennifer Nunez/Assistant Editor, jnunez@sbpub.com CORPORATE OFFICES 55 Broad St 26th Fl. New York, N.Y. 10004 Telephone (212) 620-7200 Fax (212) 633-1165 Arthur J. McGinnis, Jr./ President and Chairman Jonathan Chalon/Publisher Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Michelle Zolkos/Conference Director

RT&S Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 55 Broad St 26th Fl., New York, N.Y. 10004. Printed in the U.S.A. Periodicals postage paid at New York, NY and Additional mailing offices. Pricing, Qualified individual in the railroad employees may request a free subscription. Non-qualified subscriptions printed or digital version: 1 year Railroad Employees (US/ Canada/Mexico) $16.00; all others $46.00; foreign $80.00; foreign, air mail $180.00. 2 years Railroad Employees US/Canada/Mexico $30.00; all others $85.00; foreign $140.00; foreign, air mail $340.00.

BOTH Print & Digital Versions: 1 year Railroad Employees US/Canada/Mexico $24.00; all others $69.00; foreign $120.00; foreign, air mail $220.00. 2 years Railroad Employees US/Canada/Mexico $45.00; all others $128.00; foreign $209.00; foreign, air mail $409.00. Single Copies are $10.00 ea. Subscriptions must be paid for in U.S. funds only. COPYRIGHT © Simmons-Boardman Publishing Corporation 2014.

All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail rtands@halldata.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 1172, Skokie, IL 60076-8172. POSTMASTER: Send address changes to Railway Track & Structures, PO Box 1172, Skokie, IL 60076-8172.

www.rtands.com

Opening tracks for public use?

T

he New York Times ran an interesting article on Jan. 2, “In the Bronx, Test-Driving a Plan to Open Railroad Tracks to the Public.”

The article described an effort by a group of local residents, historians and, of course, train enthusiasts, who are working to gain public access to little-used or unused tracks in the Bronx and New York City.

They see this as a way “to repurpose stretches of little-used or abandoned railroad tracks for recreational use. They envision opening the tracks to everyone with their own rail car, or access to one, which, like the transformation of the old Manhattan freight line into the High Line park, could potentially draw tourists and dollars to an economically struggling neighborhood.”

The group was participating in a test run of a rebuilt speeder through the Harlem River Yard in the South Bronx, which was opened and used with permission by the yard owner for the test run. The article described the various riders’ reactions and the hopes of the rebuilt speeder’s owner and operator of executing an East Coast to West Coast trip along abandoned rail lines.

I understand what may draw someone to the personal challenge of traveling coast-to-coast via an open air, small car, but I don’t get the romanticism of it. I see glaring issues surrounding safety, not to mention logistics. I envision what I would look and feel like on a speeder and I get stressed out thinking what would happen at the first grade-crossing encountered. I imagine the chill of unexpected rain, the havoc wrecked on wind-blown hair and the unpleasant feeling of not knowing what kind of bug just flew up my nose or into my mouth.

One of the observers of the above

mentioned test run happened to be William Goetz, resident vice president for New York City, New Jersey and Philadelphia with CSX Transportation, who provided a nice dose of reality about the ambitions of public access to tracks.

He is quoted in the article as saying, “Railroad tracks are not a place for anyone to go uninvited...The movement of equipment on an operating railroad is heavily regulated.

It’s not like a city street where you can get a driver’s license.”

The article said Goetz did not rule out the possibility of allowing the Bronx group’s speeder on CSX tracks, but, in my opinion, he didn’t exactly rule it in either.

Regarding the group’s car on CSX tracks, he is quoted as saying “It’s not something we’d normally do. Safety is the critical thing.”

I applaud the creativity of wanting to enhance a neighborhood by using what can be seen as an underutilized resource, but I think the public gaining any kind of open use of tracks is beyond a pipe dream. There are just too many obstacles to overcome, with safety being the top issue.

For those folks who want to go beyond impersonating a railroader, I would remind them, it’s a great career choice, and, wouldn’t you know it, the railroads are hiring for a myriad of roles. Not all of them require the possibility of weird things flying up your nose.

No matter what your position in the rail industry is, I wish you a happy, productive and, most of all, safe 2015.

Mischa Wanek-Libman, Editor

Railway Track & Structures

January 2015 3

INDUSTRY TODAY Amtrak Vermonter now running along Knowledge Corridor

Supplier News

Chicago area transit agencies Chicago Transit Authority, Metra and suburban bus operator Pace awarded Cubic Transportation Systems a contract to supply an integrated, smart phone-based system supporting a variety of mobile ticketing, mobile top up and contactless mobile payment applications using Near Field Communication, account management and advanced trip planning technologies that incorporate all three regional agencies.

The California High-Speed Rail Authority identified Dragados/Flatiron/

Amtrak’s Vermonter service to the Knowledge Corridor returned December 29, 2014, following an inaugural run on Dec. 22 and will have stops in Greenfield and Northampton, Mass. The Vermonter will also add a stop in Holyoke, Mass., later in 2015 when station work is complete.

The restoration of train service to the Knowledge Corridor has been a goal of the Massachusetts Department of Transportation and Massachusetts Gov. Deval Patrick’s administration, who have been leading the effort to improve the Pan Am Southern tracks and shorten trip times within the commonwealth.

The restored rail line will allow for more and efficient passenger service and will allow the commonwealth to maintain and enhance freight service.

The restoration work along approximately 49 track miles includes the replacement of about 95,000 ties; installation of new continuously welded rail; new active warning signals and crossing gates at 23 public grade crossings and four private crossings; upgrades to six bridges and the first phase of a new signal installation. Restoration work began in August 2012 and will continue through 2016.

The $131-million project is funded by approximately $80 million in federal grant funds, including a Federal Railroad Administration grant through the American Recovery and Reinvestment Act, along with state funds. In preparation for the new service, Amtrak has been working with local authorities to raise rail safety awareness by meeting with community groups and schools.

The Vermonter operates daily between Washington and St. Albans, Vt., with service to Philadelphia, New York, Hartford, Conn., Springfield, Mass. and Essex Junction, Vt., and other intermediate stops. In Fiscal Year 2014, ridership on this route increased 6.6 percent, providing service to more than 89,000 passengers.

CP’s Hunter Harrison named 2015 Railway Age Railroader of the Year Chief Executive Officer of Canadian Pacific E. Hunter Harrison has been named 2015 Railroader of the Year

by Railway Age, a sister publication to RT&S. “Hunter Harrison, regarded as one of the best alltime operating executives in railroading, came out of retirement to lead a remarkable turnaround at CP, which up to that point had been lagging well behind its six North American Class 1 contemporaries in performance,” said Railway Age Editor-in-Chief William Vantuono. “Under his highly disciplined, focused leadership, CP has produced record revenues and earnings, a record-low operating ratio and the stock price has more than tripled. The railroad, with aggressive long-term growth prospects, has become one of Wall Street’s most favored investments in the rail sector.”

“I am honored and humbled by the award, as it

4 Railway Track & Structures

January 2015

is a reflection of the remarkable team at CP and the transformation we have undergone,” said Harrison.

“The railroaders of CP are the reason for our success and, while our focus on growth and cost control continues, it’s important to pause and recognize that this award is as much theirs as it is mine.”

Hunter Harrison is Railway Age’s 52nd Railroader of the Year and the second CP recipient. Robert J. Ritichie was awarded the title in 2004. This is also the second time Harrison has been honored. The first time was in 2002, when he was chief operating officer of the then-recently combined Canadian National/ Illinois Central system. Harrison joins Stuart Saunders, L. Stanley Crane and David Goode as a two-time recipient.

He will be honored on March 10, 2015, at Chicago’s Union League Club.

www.rtands.com

AASHTO

Minnesota’s Metropolitan Council awarded a $117-million contract to Los Angeles-based AECOM to complete the remaining engineering of the Southwest Light Rail Transit line from Minneapolis to Eden Prairie.

MnDOT

BNSF wye project partners sign MOU to apply for federal funds BNSF, the Minnesota Department of Transportation (MnDOT), the city of Willmar, Kandiyohi County and the Kandiyohi/Willmar Economic Development Commission have entered into a revised Memorandum of Understanding allowing the partners to apply for federal funds to help pay for a wye project.

The Willmar Wye project is a proposal to construct a new rail alignment and industrial park access on the west side of the city of Willmar. The proposed project would also include the construction of two new highway bridges on Highway 12 and Highway 40, over the proposed new rail line, along with other associated local road modifications.

The project would create a direct connection for BNSF rail movements between the Morris and Marshall subdivisions, which would remove seven to 10 trains per day from the Willmer Yard and city, thereby eliminating 14 to 20 trips per day into or out of Willmar, reducing the potential to block grade-crossings.

The partners had an unsuccessful attempt at securing a Transportation Investment Generating Economic Recovery (TIGER) grant in 2014. The current funding breakdown holds BNSF responsible for 32 percent of the project cost, MnDOT responsible for 30 percent of the cost and the assumption that a TIGER grant would cover 36 percent of the project, with the rest to be made up by the remaining partners. However, local news reports state BNSF is considering increasing its financial commitment in order to strengthen the federal funding application.

Wisconsin finalizes rail purchase from UP Wisconsin Gov. Scott Walker said the state has finalized the purchase of a 70-mile segment of rail line between Madison to Reedsburg and Madison to Cottage Grove on Dec. 12, 2014.

Gov. Walker noted that the investment is an example of the state’s commitment to a strong transportation system.

The Wisconsin Department of Transportation signed an acquisition agreement for the purchase of the Madison to Reedsburg and Cottage Grove rail corridor from Union Pacific earlier this year. With the acquisition completed, there are approximately 600 miles of state-owned track in Wisconsin, including this segment that includes a bridge over Lake Wisconsin at the village of Merrimac.

The $30-million purchase was made jointly with the Wisconsin River Rail Transit Commission (WRRTC) with funds from the Freight Rail Preservation Program, which provides grants to local units of government, industries and railroads for the purpose of preserving and rehabilitating essential rail lines. Service on the line will continue to be provided by the Wisconsin & Southern Railroad under lease with the WRRTC.

www.rtands.com

Railway Track & Structures

January 2015 5

INDUSTRY TODAY Supplier News Shimmick as the best value team for the designbuild contract for Construction Package 2-3, the next 65-mile segment from Fresno to North of Bakersfield, Calif.

L.B. Foster Company and UK-based Tracksure have concluded an exclusive distribution agreement, which authorizes L.B. Foster to sell the Tracksure fastener range throughout North America.

The Virginia Department of Rail and Public Transportation selected HDR to provide a Tier II Environmental Impact Statement for proposed high-speed rail to improve passenger rail service and alleviate congestion between

6 Railway Track & Structures

Two counties secure TIFIA loans for second phase of Silver Line The U.S. Department of Transportation (USDOT) closed a $403-million Transportation Infrastructure Finance and Innovation Act (TIFIA) loan for Fairfax County and a $195 million TIFIA loan for Loudoun County to fund construction of Phase Two of the Washington Metropolitan Area Transit Authority (WMATA) Silver Line extension.

When combined with the $1.278-billion TIFIA loan to the Metropolitan Washington Airports Authority (MWAA) that closed in August, USDOT has provided $1.87 billion in TIFIA loans to support the construction of Phase Two, which represents the largest TIFIA assistance for a single project in the program’s history.

Work has begun at the Wiehle-Reston East Station where Phase One work ended and includes construction of 11.4 miles of track from Wiehle Avenue to Route 772 in eastern Loudoun County. Six new stations will also be constructed along the way – Reston Town Center, Herndon, Innovation Center, Washington Dulles International Airport, Route 606 and Route 772 and a new service and in-

January 2015

spection yard at Dulles International Airport.

“The first phase of the Silver Line has been an overwhelming success and we look forward to ensuring the second half is just as successful, with the help of these additional loans from the federal government,” said USDOT Secretary Anthony Foxx. “When complete, the Silver Line will help residents and visitors get where they need to go safely, quickly and affordably.”

The Silver Line is being constructed by MWAA and operated by WMATA. The new line is expected to serve approximately 85,700 daily riders by 2030. When Phase 1 opened, WMATA announced that during its first week of service alone, nearly 220,000 trips were taken.

“This project is the result of a true partnership and collaboration between Loudon, Fairfax, MWAA, Virginia Department of Transportation and USDOT to invest in big things and build the infrastructure our country needs now and in the future,” said Sylvia Garcia, chief financial officer and assistant secretary for Budget and Programs.

www.rtands.com

INDUSTRY TODAY FTA promises MBTA Green Line extension nearly $1 billion The Federal Transit Administration (FTA) is pledging nearly $1 billion in funding for the Massachusetts Bay Transportation Authority (MBTA) Green Line extension to Somerville and Medford, Mass.

In a letter written to Sen. Timothy Jones, chairman of the Committee on Banking, Housing and Urban Affairs, Acting FTA Administrator Therese McMillan said that a Full Funding Grant Agreement will be executed, providing the MBTA with $990,121,000 in New Starts funds for the design and construction of the Green Line Extension project.

This will cover 43 percent of the total project cost of $2.3 billion with the remaining balance coming from the commonwealth of Massachusetts General Obligation Bonds ($996 million) and the commonwealth of Massachusetts Operating Funds ($305 million).

The Green Line Extension Project will extend the MBTA Green Line from a relocated Lechmere Station in East Cambridge to Union Square in Somerville and College Avenue in Medford. While proposals to ex-

www.rtands.com

Supplier News

tend public transit service north from Lechmere date back many decades, the current phase of planning began in 2005 with the completion of the MBTA’s Beyond Lechmere Northwest Corridor Study Major Investment Study/Alternatives Analysis.

MBTA said bringing light-rail service to this corridor will greatly improve local and regional mobility, address longstanding transportation inequities, result in fewer automobiles on local roads and help to combat greenhouse gas emissions and other components of air pollution.

The proposed service consists of two distinct branches: a “mainline” branch, which will operate within the existing right-of-way of the MBTA Lowell Line and a branch line operating within the existing right-of-way of the MBTA Fitchburg Line to Union Square in Somerville. There will be seven new stations constructed as part of the project, including the relocated Lechmere Station. A vehicle storage and maintenance facility will also be constructed. Once completed, trains will operate every five to six minutes.

Washington, D.C., and Richmond, Va. Port Authority of New York and New Jersey has awarded a three-year, $6-million contract to HNTB to conduct a cost determination study on the proposed extension of Port Authority Trans-Hudson rapid transit service to Newark Liberty International Airport.

The Metropolitan Transportation Authority awarded a $193.8-million contract to Judlau Contracting, Inc., to rehabilitate the new South Ferry station, including elements that would protect the station from flooding in the event of future damaging storms.

Railway Track & Structures

January 2015 7

INDUSTRY TODAY New York receives federal approval for new rail bridge that traverses state park The state of New York has received federal approval for a plan to build a new arch bridge to replace the historic Portageville Bridge carrying the Norfolk Southern’s Southern Tier Line over the Genesee River in Letchworth State Park.

The Federal Highway Administration

8 Railway Track & Structures

January 2015

issued a Record of Decision for design and construction of the new bridge, which spans between Portage in Livingston County and Genesee Falls in Wyoming County.

“Today marks a critical milestone in our effort to build a new, modern arch

bridge to carry freight along this important stretch of rail line,” New York Gov. Andrew Cuomo said. “I am pleased that we have reached this stage in the project and I look forward to seeing construction begin in 2015.”

Federal approval completes the last step of the project’s environmental impact review and allows the railroad to move forward with implementing a plan to build a new bridge. The Final Environmental Impact Statement was issued on December 16, 2014, and contains a list of environmental impacts and other issues pertaining to construction, as well as the required mitigation measures.

Chief Executive Officer of Norfolk Southern Wick Moorman said, “A new improved Portageville Bridge will enhance NS’ ability to provide safe, reliable and efficient freight transportation to New York State and New England.

We’re grateful to Gov. Cuomo for his vision and we appreciate the efforts of New York State Department of Transportation (NYSDOT) and our other public partners in their quick approvals to move the project to this point. Together we’re leading the way toward a new economic legacy in New York’s Southern Tier.”

Construction is expected to get underway in 2015 and will take approximately three years.

The existing bridge was built in 1875 and has been a prominent feature in Letchworth State Park for more than a century. The current bridge will be removed upon completion of the new arch span, which will be built just south of the current bridge.

The project will address existing deficiencies and build a bridge capable of carrying current industry standard freight rail loads and to the greatest degree possible meeting Federal Railroad Administration travel speeds, while reducing ongoing maintenance efforts and costs.

Construction of the new rail bridge is expected to cost approximately $71 million. NYSDOT has contributed $3 million in design costs and has secured $12.5 million of state and federal funding for construction costs. The balance would be provided by the railroad. The funding includes a grant of $2 million from the Finger Lakes Regional Economic Development Council. www.rtands.com

PEOPLE

ARG Transportation Services named Darell Rodley general manager of the Coos Bay Rail Link and Richard Archunde general manager of San Pedro and Southwestern Railroad.

Jim Boxold has been named secretary of the Florida Department of Transportation.

GE Capital, Rail Services hired Elizabeth Busch as customer operations leader, allowing Patrice Powers, who previously held the role, to focus on government and industry relations.

Holland LP promoted Russ Gehl to vice president maintenance-of-way sales; Gerry Coyne to general manager RMSS and Vice President and General Manager of the Railway Maintenance Systems and Service business unit Robert Madderom retired.

Long Island Rail Road appointed David Kubicek to senior vice president operations, Bruce Pohlot to senior vice president engineering and Edward Dumas vice president market development and public affairs.

After leading the organization for more than two years, Metrolink Chief Executive Officer Michael DePallo stepped down from his post January 2 to pursue other opportunities.

Parsons Brinckerhoff named Donald Garcia supervising engineer in the Colorado Springs, Colo., office; Marko Medved senior engineering manager in the San Diego, Calif., office and Michael Borzok quality assurance manager in the Long Beach, Calif., Office.

Unitrac Railroad Materials, Inc., a wholly-owned subsidiary of Healy Railroad Corporation, promoted Phil Pietrandrea to president; he most recently served as senior vice president of sales and marketing.

Watco Transportation Services named Joe King senior vice president of finance, where he will lead the teams of finance, accounting, revenue accounting and the SAP Team. www.rtands.com

Railway Track & Structures

January 2015 9

NRC CHAIRMAN’S COLUMN Off to a running start

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

10 Railway Track & Structures

Getting the year off to a good start is always important. 2014 finished strong for most NRC member companies and it appears that 2015 will be another good year for the industry. There will be a lot of opportunities afforded to our members to offer pricing proposals and bids. We are already seeing this for projects in the design stage and projects that are moving forward for planned spring starts. I wish everyone the best of luck in getting off to a good start for the 2015 construction and maintenance season - let’s keep the momentum going.

Prior to the close of 2014, the NRC held our annual board of directors election. This year’s election was held for five open seats on the board and 20 people from various member companies threw their hat in the ring to be elected. The rail industry professionals that ran for election this year represented the full range of construction, engineering, equipment and supply sides of the industry and we were honored by their participation. The number of talented folks on the ballot made for some awfully tough voting. We respectfully thank everyone that was on the ballot.

The election results brought us one new director in Steve Bolte, senior director of North American sales at Harsco Rail, along with the five incumbent directors re-elected to the board: • Mike Choat, president of Railroad Controls Ltd., who was automatically re-elected as secretary-treasurer and will become the NRC Chairman in 2018-2019 • Marc Hackett, director of ballast and roadbed maintenance services, Loram Maintenance of Way • Larry Laurello, president of Delta Railroad Construction • Greg Lippard, vice president of rail products and sales, L.B. Foster Co. • Scott Norman, vice presient of estimating and project development, Herzog Contracting Company I would like to congratulate each of these five board members on their re-election and send a special welcome to Steve Bolte. I look forward to working with all of them and all of you in the coming year to make our association the very best that it can be.

The NRC will begin our activities for 2015 by holding our annual conference at the Diplomat Resort in Hollywood, Fla. This year’s conference will run from Wednesday, January 7, through Saturday, January 10. I will update our membership on the conference activities in next month’s column. Conference highlights will include the planned capital spending programs for the Class 1s and some of the larger regional railroads and shortline holding companies, as well. In addition, transit agencies across the country are updating and expanding their systems and were at the NRC January 2015

Conference to detail these plans. This year’s conference was booked solid well in advance of the holidays and another attendance record is likely to fall. Our association continues to grow and take on new membership, which is a positive sign for our industry and hopefully an endorsement of the value the NRC provides.

In 2015, the NRC will continue to maintain a strong focus on improving the overall safety of the rail contractors that perform construction and maintenance activities in our industry.

We are releasing two new safety training videos (“Safety Around Replacing Grade Crossings, Part 1” [preparation] and “Safety Around Replacing Grade Crossings, Part 2” [execution]) at the conference and we’ll continue to add to the library moving forward.

We will also continue to take an active role in the Federal Railroad Administration’s Railroad Safety Advisory Committee process and keep our membership updated on issues that are being discussed for possible changes. The two most recent rules issued through that process, the Part 219 Drug & Alcohol Testing rule and the Part 243 Minimum Training Standards rule, are both going to have a major effect on the operations of rail contractors.

In addition, as an association based in Washington, D.C., we will continue to attempt to influence federal legislation that affects our industry. At the end of 2014, we were relatively pleased with the results of two bills that finally made their way through a historically unproductive Congress: the FY2015 transportation appropriations bill funded both a healthy transit New Starts program and a Transportation Investment Generation Economic Recovery VII grant program and the shortline railroad tax credit was reinstated for all of 2014 in a last-minute tax package.

However, much legislative work remains for next year: the surface transportation reauthorization bill for highway and transit policy and investments expires in May of 2015 and we’ll need to get immediately back to work on the FY2016 transportation appropriations process and on getting the shortline tax credit in place for 2015 and beyond. 2015 will also likely bring new versions of three pieces of rail legislation that were introduced in September 2014 but then ignored for the rest of the session: the passenger rail reauthorization (PRRIA) bill, STB reauthorization and a rail safety bill.

Finally, please save these two dates in 2015: - The NRC Rail Construction and Maintenance Equipment Auction will take place on April 17 in Little Rock, Ark., and - Railroad Day on Capitol Hill will take place on June 4 in Washington, D.C.

by Bill Dorris, NRC Chairman www.rtands.com

TTCI R&D Steel bridge life extension for welded bridge details TTCI studies the effectiveness of ultrasonic impact treatment for fatigue crack initiation prevention.

by Richard Joy, PE and Duane Otter, Ph.D., PE

T

Figure 1: Hand-held UIT Tool and related equipment.

www.rtands.com

ranspor tation Technology Center, Inc. (TTCI), in Pueblo, Colo., a subsidiary of the Association of American Railroads (AAR), has been monitoring the performance of an ultrasonic impact treatment (UIT) application to steel bridge fatigue-prone weld details on a Canadian National railway bridge. Results to date indicate that UIT may be a cost-effective method to extend the life of steel bridges with certain types of fatigue-prone weld details.

Replacement of a steel bridge span is a considerable expense in terms of materials, labor and service interruption.

Implementation of UIT could extend the life of certain types of steel bridges and prevent or delay span replacements in some cases. Successful treatment of weld details and welded repairs has the potential to result in significant savings. The cost of UIT for this particular bridge has been comparatively small, with no train delay or bridge outage required.

Two tests are underway. In 2005, TTCI began a study evaluating the effectiveness of UIT for preventing fatigue crack initiation in existing (shop-welded) fatigueprone weld details. After showing positive preliminary results, a more recent weld repair UIT study was initiated in 2009, evaluating the effectiveness of UIT on Railway Track & Structures

January 2015 11

TTCI R&D

cracks that have been repaired by welding.

Results to date include the following: • UIT may be a cost-effective method to extend the life of steel bridges with certain types of fatigue-prone weld details.

• Statistical analysis suggests a mean life at least 30 percent greater for treated details as compared to untreated details, depending on the level of treatment.

• The use of weld repairs on cracks in conjunction with UIT shows promise as a means of extending life of steel bridges with certain types of cracks. To date, there have been no crack initiations in treated repair welds.

• UIT application procedures have been refined since the original installation in an effort to provide improved benefits.

• Additional tonnage beyond the approximately 200 million gross tons (mgt) to date is desired to determine the longterm effectiveness of repair welds followed

by UIT application.

a treated weld detail. For this particular bridge, all work was performed on the underside of the bridge and between train passages, without a need for work windows or temporary track outages.

UIT description/application

Evaluation of application

UIT is a peening technology in which small pins repeatedly strike the surface of a weld zone at ultrasonic frequencies.

The objective of UIT is to reduce tensile stress around welded joints and other weld details by inducing compressive residual stresses. Fatigue crack initiation can occur when residual tensile stresses created by the welding process combine with additional tensile stresses from train loading.

UIT is applied using a hand-held tool.

The equipment is portable and can be carried by hand. Figure 1 shows the tool and related equipment. Figure 2 shows UIT application in progress. Figure 3 shows

To test UIT effectiveness in preventing fatigue cracks, a 16-span steel bridge on CN near Stevens Point, Wis., was selected (Figure 4). This bridge has more than 200 weld details. Some of these details had existing cracks prior to the beginning of the test. The fatigue cracks are typical of outof-plane-distortion cracks that have often been found near the bottom of stiffeners and diaphragms in steel bridges fabricated roughly 50 years ago.

Figure 5 shows the typical crack initiation locations, where the diaphragms are welded to the main beams. This bridge is an ideal candidate for this testing,

12 Railway Track & Structures

Figure 2, top: UIT application in process.

Figure 3: Treated weld detail.

January 2015

because it had already accumulated a significant number of fatigue cycles, as evidenced by the existing cracks. The existing fatigue cracks at the stiffener toe details indicated a high probability for additional crack initiation.

Success of the UIT technology is being measured based on the extent of crack initiation in treated versus untreated details. Inspections have been carried out each year since test inception. Results to date are favorable, but additional railroad traffic is desired to determine the longterm effectiveness of the UIT application, particularly for the most recently installed weld repair test.

Two tests are underway to evaluate the UIT technology. A study of preventative UIT measures is evaluating the effectiveness of UIT for preventing crack initiation in original shop-welded fatigue-prone details.

This test has been underway for about 450 mgt. A more recent weld repair study is evaluating the effectiveness of UIT on cracks that have been repaired in the field by welding. This test has been underway for about 250 mgt.

TTCI is performing annual visual inspections of both the treated and untreated (control) areas. References 1 and 2 provide results from previous laboratory and field UIT tests. Positive results from the previous tests suggested the need for a field study with a large number of details to provide statistical significance.

For the first test on original shop-welded details, 110 uncracked details were used for the study. Care was taken to inspect and select only uncracked details for this test.

If there was any doubt, the detail was not included in the test. The bridge span details selected for UIT application were arranged in a checkerboard pattern, alternating between the north and south sides of the spans to minimize various potential influencing factors. About half of the details were left untreated as a control group.

Bridge description The test bridge has 16 spans and is 432 feet long. It was built in 1966 and has four rolled steel beams per span on concrete piles and caps. It is an open deck bridge with timber ties and continuous welded rail. Fifteen to 25 freight trains roll over the bridge each day, traveling up to 60 mph and accumulating approximately 50 mgt per year. Traffic is mixed and bi-directional with maximum railcar weight of 286,000 pounds. The bridge was rated at over Cooper E70 and was assessed as adequate www.rtands.com

TTCI R&D for the present operation of 286,000-pound car loading.

Inspection results TTCI bridge team members have inspected this bridge annually to monitor crack initiation and growth since the inception of the test. Where necessary, a magnifying glass and flashlight were used along with a wire brush to clean the details of rust and flaking paint.

Figure 6 shows a summary of crack initiations from 2005 to 2014. A total of 13 cracks were found in untreated details and six cracks were found in UIT details.

Four of the cracks in a UIT details were in a location that was only treated on one side of the web. Results indicate that crack initiation for treated details is noticeably lower than for untreated details. Figure 6 shows the crack initiation for all details treated with UIT (including those treated on one side only), as well as for those details with full UIT treatment (both sides of detail).

All results presented are based on visual inspections – results might vary if a non-destructive evaluation method, such as magnetic particle or dye penetrant of inspection was used.

Based on the success of the UIT application after four years of service, bridge engineers asked if UIT could be used in conjunction with repair welds to extend the life of a steel span. To address this issue, CN and TTCI eng ineer s developed a weld repair plan and test plan, using four spans of this bridge containing several cracks. Weld repairs were made to 24 cracked weld details. One-half of these repairs were treated with UIT and the other half were left untreated to serve as a control.

Figure 4, top: CN test bridge near Stevens Point.

Figure 5, middle: Underside of test bridge showing location of weld details.

Figure 6, bottom: Crack initiation prevention with UIT (zero to 480 mgt).

All work was done from the underside of the bridge with no train delay or bridge outage required. Figure 7 shows a welder making repairs. Figure 8 shows a weld repaired detail after UIT. As of the October 2014 inspection, two of the 12 untreated weld repairs had

crack initiations, while none of the twelve UIT repairs had cracked. These results are encouraging, although the accumulated tonnage is still relatively low compared to that expected during the life of the bridge.

Inspections are expected to continue annually until definitive conclusions can be drawn.

Improvements in procedures In the years since the original UIT was applied, the provider made improvements in the UIT application procedure, resulting in a more extensive and thorough UIT application. The original application was at the toe of the weld only. The vendor now recommends more thorough treatment including the entire weld and surrounding parent metal, such as applied to the weld repair shown in Figure 8.

Conclusions Results to date indicate that UIT may be a cost-effective method to extend the life of steel bridges with certain types of fatigue-prone weld details. UIT has been effective in reducing the likelihood of crack initiation for pre-existing fatigue-prone weld details in the bridge tested.

The use of weld repairs on cracks in conjunction with UIT shows promise as a means of extending the life of steel bridges with certain types of cracks, particularly www.rtands.com

Railway Track & Structures

January 2015 13

Figure 7, top: Welder repairing cracked detail.

Figure 8: Weld repair detail after UIT.

those often found beneath stiffeners and diaphragms. To date, there have been no failures in treated repair welds. However, additional tonnage is required to determine the long-term effectiveness of repair welds followed by UIT application.

Acknowledgements The authors are thankful for the assistance and cooperation of CN for this test, in particular, Sandro Scola, assistant chief engineer structures; Kevin Halpin, manager of structures; Elizabeth Carrington, supervisor, bridges and structures; Nigel Peters, chief engineer structures and engineering standards (retired) and Jose Cavaco, manager bridges and structures (retired). The authors are also grateful for the donation of UIT services provided by Applied Ultrasonics. This research has been conducted as part of the AAR’s Strategic Research Initiatives Program.

References 1. Sougata, R., Fisher, J. W. and Yen, B. T. June 2001. “Fatigue Resistance of Welded Details Enhanced by Ultrasonic Impact Treatment (UIT),” Proceedings ISOPE 2001, Stavanger, Norway.

2. Uppal, A. S., Yoshino, D. and Tehini, L. July 2001. “Ultrasonic Impact Treatment of Vertical Stiffener Welds at FAST Bridge,” Technology Digest TD-02-013. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

3. Tunna, L., Joy, R. and Otter, D. “Evaluation of Ultrasonic Impact Treatment for Steel Bridge Weld Details,” Technology Digest TD-12020. Association of American Railroads, Transportation Technology Center, Inc., Pueblo, Colo.

14 Railway Track & Structures

January 2015

www.rtands.com

more to rail inspection than

finding flaws Sperry’s 7000 Series.

Developing a total picture of overall rail health is the focus of rail inspection providers.

by Mischa Wanek-Libman, editor

R

ail inspection service providers are becoming more than rail-flaw detectives by focusing on process improvements and the development of better technology and equipment. They now look at total rail health by gathering and evaluating more information within available track time.

L.B. Foster

According to Phil Huebner, technical sales director for L.B. Foster Salient Systems, generally, railroads reduce train velocity by issuing slow orders at predetermined ambient temperatures when the potential for a rail break or buckle are high.

“We believe that if they can identify when there is longitudinal stress inside the rail, they can reduce the number of slow orders that they issue. In addition, rail can also move in extreme temperatures, especially in curves. This is called curve breathing and can generally only be observed via a physical track inspection. By monitoring the Rail Neutral Temperature (RNT), also called Stress Free Temperature, railroads can administer their track in a safer and much more cost-efficient manner,” he said.

L.B. Foster offers the RailStress Monitor™ (RSM™) to alarm when a break has occurred or when potential buckling situations exist.

Said Huebner, “We believe that this product is unique in the way that it www.rtands.com

functions and communicates. Until it was introduced, there was no way for a railroad or transit to monitor rail stress on a continuous basis and take proactive corrective actions. Managing rail stress using currently available technologies is a very time consuming and disruptive operation for railroads and transits.

Because ambient temperatures and the RNT change over time, the RSM provides real-time track monitoring.”

Once the RSM device is installed on track, it sends data to either a wayside or handheld reader and then the information is uploaded via cell towers to a data center. The customer accesses this data through INTELLITRACK® Navigator, introduced in 2012 and upgraded in 2013, which permits exception based management of sections of track. L.B. Foster points out the technology is highly effective as stress and temperature are measured every minute. The INTELLITRACK Navigator generates proactive alarms and warnings on a real-time basis so that designated railroad personnel can take corrective action.

Huebner added, “High or low rail stress is the invisible rail flaw. Rail stress is not visible to the naked eye and can change based on track stability, temperature, curvature, maintenance and rail traffic. The amount of rail longitudinal stress will determine whether it will break or buckle. But by using only simple visual inspection, it is impossible to know if

you are in danger of a rail break or buckle due to high or low longitudinal stress.

Rail expands and contracts with temperature changes. At RNT, the rail is neither compressed nor tensioned. Rail is ideally installed at a defined target RNT for a particular track region with the goal of minimizing rail breaks, track movements and rail buckling. But RNT can change over time, creating the opportunity for a rail break or buckle situation. Railroads can judge whether conditions exist for a break or buckle by knowing the actual RNT and moving in a deliberate fashion to manage the potential risk.”

L.B. Foster notes the global success of its rail-flaw detection efforts with RSM installations deployed in North America, as well as in China, Australia, South Africa, Japan and the UK. H u e b n e r c o n c l u d e d , “ We a r e very excited about our future business opportunities.”

Herzog Services, Inc.

Herzog Services, Inc. (HSI), says the company experienced another year of steady growth in 2014 with a doubledigit percentage increase in test days.

To meet this demand, HSI said it added six new test vehicles to its fleet and concentrated its efforts to increase qualified operating staff by providing additional training to more employees.

HSI added two new products to its ultrasonic rail-testing lineup: The Railway Track & Structures

January 2015 15

rail-flaw inspection Series 4000 testing system and the BScan portable unit.

According to Troy Elbert, assistant vice president at HSI, the Series 4000, which utilizes a Polaris BRUTUS UTV, was developed to meet the demand for small, maneuverable vehicles that are specially designed to meet yard testing needs, as well as sidings, skipped mains and other areas that are difficult to access.

“Armed with a list of ‘must-haves’ from our customers, HSI successfully developed an all-new ultra-lightweight carriage and dual-rail BScan testing hardware to provide full functionality in a small package,” said Elbert. “We are excited at the new opportunity to meet our customers’ requests with this new product.”

He continued, “along with the Series 4000 testing system, we are having great success with our new BScan portable units implemented last year.

The portable units compliment the fleet by providing a means for our cus-

tomers to meet new federal regulations that require all replacement rail to be inspected before being placed in track.

The portable units are also key elements in the inspection of turnouts.

The portables utilize a recordable single rail ultrasonic BScan acquisition system with GPS information embedded into the data stream. The data is stored on a ruggedized tablet and is transmitted back to the home office for safe storage and retrieval when necessary.”

Regarding changes made to “CFR 49 213.238 Qualified Operator” and “CFR 49 213.237 Inspection of Rail,” Elbert says HSI’s training program already meets the federal requirements for the type and duration of training of qualified personnel, so only minor changes were necessary to fully comply with the new ruling. Additionally, HSI is working to build new vehicles to add to its fleet and provide the manpower to operate them. Currently, the company has met a 10 percent growth in its operating fleet and is making prepara-

tions to expand the fleet size by at least the same measure next year.

“I fully expect new regulations to be accepted within the next few years that will allow different methodology to be implemented for testing standards.

HSI is working on an array of solutions that will take testing processes into the next generation of higher speeds and comparative analysis. A redirection of focus within the auditing system will also come into play as more information becomes portable to the field to be used as valuable tools during their daily testing process,” said Elbert.

HSI also introduced a new reporting feature that automatically selects and repor ts the remedial action required for each defect based on a customer provided remedial action table. Elbert notes that the new feature is aimed at streamlining rail inspection from start to finish and it has helped organize and alleviate any errors when deciding which remedial action is mandated to the maintenance crews.

For HSI, while rail-flaw detection comes with its own host of challenges, securing available track time continues to be a large hurdle. HSI says it is continually looking for ways to provide a solution be it streamlining an inspection procedure to offering multiple services in the same work window, such as light geometry and vision systems.

Elbert concluded by mentioning that safety is a top priority for HSI and its Canadian counterpart, Herzog Services of Canada LTD, “With a dedicated safety department, including a full-time field safety officer performing audits, the safety and well being of employees is constantly monitored. As a result, Herzog Services, Inc., received the prestigious National Railroad Construction and Maintenance Association [Platinum] safety award for the tenth straight year and more than 2.7 million man hours spanning a period of 17 years without a lost time injury.”

Nordco

Nordco Rail Services and Inspection Technologies, a business unit of Nordco Inc., recently developed and released its One Pass test platform, which performs ultrasonic rail inspection on a single track. The One Pass utilizes the same wheel-probe technology as the company’s inspection trucks 16 Railway Track & Structures

January 2015

www.rtands.com

rail-flaw inspection and the same test software. According to Pat Graham, president of Nordco Rail Services and Inspection Technologies, it makes for a seamless addition to Nordco’s family of ultrasonic railflaw detection equipment and services.

Concerning the FRA’s rule changes establishing minimum qualification requirements for rail-flaw detection equipment operators, as well as revising requirements for effective rail inspection frequencies, rail-flaw remedial actions and rail inspection records, Graham says the new regulation has certainly had an impact on the industry and the demand for testing.

“We have new customers looking for our services on a regular basis.

With regards to the qualifications, we have always met or exceeded the Federal Railroad Administration (FRA) standards for operator training and inspection records. Some adjustments have been made to accommodate FRA processes, but for the most part, this regulation was already a standard practice for us,” said Graham.

Like many rail inspection providers, shrinking track time and shorter track windows are a continual battle, but one, Graham says, must be overcome to meet customers’ goals.

“Through a combination of process improvements and software monitoring and feedback, Nordco is making improvements to maintain the quality and number of track miles tested by reducing the number of stops, reversals and hand tests,” said Graham.

Sperry

Sperry Rail Service says never has the industry called for such a critical need of capturing safe, efficient and highquality data to help drive decisions on safety, performance and efficiency.

Jamie O’Rourke, Sperry’s general manager, states, “Our vision of advanced technologies coupled with high quality, safe operations has outlined a need for multiple, synergistic technologies that when coupled together, show a full understanding of the health of the rail. This concept of ‘rail health’ has always been a focus for Sperry, but now more than any other time, has the need to launch our vision of ‘rail health’ become more evident. Our continued product developments allow us to embark on a mission we simply call ‘rail health.’ We view this 18 Railway Track & Structures

mission as ensuring our global rail infrastructure is fit for purpose to accomplish our customers’ objectives. Today, providing multiple technology testing via faster, less intrusive track time is vital across all of our customers globally.”

Sperry has added a second U.S.based vehicle, SRS145, capable of operating in non-stop mode. Sperry says its non-stop methods of testing can also utilize the company’s hi-rail vehicles, which reduces operator workload, leaving the focus on the collection of accurate data, which is then analyzed by a dedicated off-site team.

Frank Stillman, director of North American Operations, said, “Our software advancements, including twin view, has allowed Sperry to move to the next phase in rail-flaw detection. Not only are we able to review previous testing runs to compare data, including previously illustrated suspects and defect classifications, but we are the first in the industry to use a combination of technologies to now look at defect propagation.”

Sperry says its 7000 Series is a prime example of working in conjunction with its customer base to design and deliver platforms that meet the safety, quality, technology and flexibility required.

John Kocur, director of design engineering, commented, “The 7000 Series is a perfect example of our ongoing focus, not only to reduce the footprint of the technology and process of occupying the railroads infrastructure, but also our footprint on the environment.

Three factors add to the overall value of the 7000 Series, a unified cabin, plenty of windows for unobstructed views of the crews and surroundings and an integrated rear stair assembly for safe access to the track.”

Sperry says its surface condition monitor system, which will soon be produced using eddy current as its principle technology format, combines two elements of customer needs with Sperry’s vision of technological advances to the marketplace.

“This is a significant advancement for Sperry, with a system that is reliable, accurate and repeatable. It represents a significant addition to our ‘rail health’ vision,” said Robert DiMatteo, Sperry’s director of global business development. “The product is capable of testing via pedestrian, as well as vehicle-

January 2015

based. Our technology looks at the full picture of the rail, 10 probes mounted in a Roller Search Unit give inspection coverage across the running surface from the gauge to field side of the head and its able to test at speeds currently used for ultrasonic testing.”

Last, Sperry’s Yard Test Vehicle (YTV) has a new look and the YTV prototype has been refined into a fullscale production vehicle.

“We listened to the customers’ feedback, took our experiences running in the field and brought it back to our designers. What’s resulted is a highly reliable, built-for-purpose vehicle,” stated Ron Davis, business development manager for North America.”

Simon Broomhead, director of Engineering, commented, “The YTV has proven to be an innovative, fit-forpurpose vehicle designed and built to reduce the footprint of traditional rail testing methods in yards. The key here is to retain the highest level of quality and accuracy in our service offering while applying this to a vehicle platform that can navigate safely, yet more efficiently in yards.”

In general, Sperry says the FRA rule establishment had little impact on its organization.

“Sperry has taken great strides in leading the rail-flaw industry with worldclass technologies, procedures and training. Many of the FRA rule changes actually coincide with Sperry’s own specifications on training our own operators, as well as how we build our curriculum when training our customers,” stated Karin Kulha, Sperry’s human resources director.

Sperry notes that an overall increase in train traffic has dynamically impacted the rail testing market with an even greater focus on safety and testing frequencies. The company says it aims to maximize track access and continue to develop and implement technologies and methods that focus on quality and safety, while enhancing customer efficiency and profitability by decreasing Sperry’s track occupancy footprint.

“Our approach is twofold,” stated O’Rourke. “We work with our customers as partners, listening to the individual needs and wants of each customer, while continuing to bring innovative technologies and services to meet our customer’s expectations.” www.rtands.com

RCE 120D On track Brush Cutter.

MANAGING

by Jennifer Nunez, assistant editor

unwanted vegetation Railroads are not cutting back on vegetation management in 2015.

C

ontrolling vegetation along the rails is no easy task with herbicide-resisent weeds and relentless brush, but suppliers are offering the very best in equipment and and products to help cut it down to size.

Asplundh

Asplundh’s hi-rail Eco Flex Cutter is in full operational service in the U.S. and Canada. According to the company, the machine has the longest reach of any on rail or hi-rail machine (28 feet) and can cut both sides in a single pass.

The cutter is balanced without the need to extend the opposite arm and can work sidings or double track without the need for fouling time. There are three cutter heads (flail, rotary and saw blade) that can handle brush and trees up to five-inches in diameter and can simultaneously apply herbicide to the cut brush stubble to avoid the need for follow up brush spraying.

“It can cut below grade down to 15-feet for cutting weeds 20 Railway Track & Structures

January 2015

and brush under bridges and has the highest reach for clearing signal sight distances than any comparable machine,” explained the company. “hi-rail flexibility allows for more working time per shift.”

Asplundh also offers its 48-inch boom single saw head mower, which has a cutting head weight of 780 pounds and has 430-degree combined rotation. The cutting head has a blade of 9/32-inch thick, assembly is rotary and hydraulically driven, head is equipped with 30 replaceable carbide tips and has a blade with the replaceable teeth machine on the outer edge of the blade.

The teeth are replaceable by a single rivet and have a replaceable industry grade carbide tip silver-soldered to the tooth body.

Brandt

Customers have been asking for a vegetation management platform that is portable, efficient, capable of getting the harder-to-reach locations and capable of clearing brush quickly, says Derek Dreger, territory manager at Brandt Road Rail www.rtands.com

Corporation. For these needs, he points to the Brandt Rail Tool machine, which is capable of working on or off the rails.

“Once at the work location, the hydraulics of the Brandt Rail Tool, coupled with an assortment of efficient attachments, makes very quick work of any vegetation requiring removal,” explained Dreger.

The main issue people are having is clearing larger brush, he says, as it requires a different type of tool and recommends a rotary brush cutter that can cut through thick brush much like a chain saw.

“We designed the Brandt Rail Tool to power almost any attachment on the market and any new attachment that may be developed,” he stated. “As development occurs, we are confident that the Rail Tool will have more than enough power to ensure it is capable of running the latest up-to-date tools in brush cutting.”

Dreger points out that railroads are spending more money on infrastructure, upgrading track and doing more routine maintenance to ensure the safety and longevity of their network. This increase in spending is not limited to actual steel renewal, he says; there is an increase in vegetation program budgets, but due to the recent economic slump, the money needs to be spent smarter.

“The Brand Rail Tool platform ensures that clearing the right-of-way of brush and vegetation happens very quickly,” Dreger said. “With the longevity of the machine and applicable attachments, plus the multipurpose uses of the Rail Tool, customers can rest easy knowing their investment in the proper equipment will pay off sooner than later.”

NMC Railway Systems

NMC Railway Systems offers a wide variety of brush cutter attachments to pair with its line of maintenance-of-way equipment. Available in 36-inch and 54-inch diameters, brush cutters are capable of utilizing a fixed position or 360-degree rotation. Paired with an NMC hi-rail hydraulic excavator, the brush cutter attachments can reach and cut low hanging or obstructing tree branches and brush up to 33 feet high.

“Railroads and rail contractors look for equipment that can access remote rail areas that other vegetation management equipment may not reach,” explained Mark Anderson, NMC Railway Systems sales manager. “The 312E model hi-rail excavator provides this access when paired with a brush cutter attachment and it allows operators to find and manage potential overgrowth areas early in the season. In addition to the brush cutter attachment, the priority flow hydraulic system on our equipment can allow for use of other attachments, such as undercutter bars, buckets, tie inserters or tie tampers.”

Anderson says a routine area of concern for customers is early vegetation management. Customers tend to get equipment out early in the season, most times even before trees bud, to combat and remove large tree branches and brush on remote track lines, he notes.

Machines that allow for multiple uses, such as NMC Railway Systems’ hi-rail product line, are in demand, he says.

“We’re continually utilizing our engineering and technical capabilities to increase our hi-rail product offering to the market,” Anderson explained.

RCE

“This past year, RCE has been focused on developing the www.rtands.com

Railway Track & Structures

January 2015 21

vegetation management process of cutting vegetation using our hi-rail excavator line up of machines,” said Dennis Hanke, sales manager at Rail Construction Equipment Company (RCE). “This process allows our customers to not only cut while on the track, but work off track, whether it be cutting crossing quadrants or along the track when track time is unavailable.”

Hanke notes that perfor ming vegetation cutting during the months when plants are dor mant allows for increased visibility and a highproduction rate, which reduces the expense of the projects.

“RCE is continuing to evolve our complete line of on-track machines, as well as providing additional types of cutting attachments and machines for the on- and off-track processes,” he said.

As for budgetary concerns, Hanke believes that many of the railroad’s budgets for capital purchases have been affected by the economic slump, thus creating a greater need for leasing of equipment and the increase contracting of vegetation control.

“Keeping an open mind to your machine options and types, along with the time of the year you cut, can greatly help reduce the expense of your vegetation control,” he explains.

Top, Asplundh’s Flex Cutter at work on Canadian Pacific rail. Middle, the Brandt Rail Tool. NMC Railway Systems’ 312E hi-rail excavator tackling overgrowth in Osceola, Iowa.

22 Railway Track & Structures

January 2015

www.rtands.com

Unlocking

tower 55 Adding a third north-south mainline was one element of the huge overhaul of Tower 55.

BNSF, UP and community partners take on a $104-million retrofit to speed train movement, improve safety and increase capacity at the nation’s busiest interlocking.

by Mischa Wanek-Libman, editor All photos courtesy of BNSF

T

ower 55, a four-way interlocking in Fort Worth, Texas, where eastwest Union Pacific trains meet north-south BNSF trains, has played an integral role in the United States rail network for the past 110 years. More than 100 freight and passenger trains operate through the location daily, making it one of the busiest and, prior to work on an improvement project, one of the most congested rail intersections in the U.S. “For BNSF, all of our business units utilize the route: Ag trains bring grain and other products from the upper Midwest to the Gulf Coast for export or processing. Coal trains bring low sulfur Power River Basin coal to the power plants in Texas. Intermodal trains bring in goods from the Gulf Ports into our inland port of Alliance for distribution across the nation and our Industrial Products trains, namely crude, bring light, sweet crude to the chemical complex of the Gulf Coast, further enhancing the economic engine of the refining complexes along the Gulf Coast and increasing the U.S.’ energy independence,” said Joseph Faust, director, public affairs, BNSF. Since 2002, BNSF saw a more than 30-percent increase in average northsouth transit times through Tower 55, with trains being staged as far north as 24 Railway Track & Structures

Gainesville and as far south as Temple.

Union Pacific trains were restricted to traveling 30 mph or less through the interlocking and were staged as far west as Weatherford and as far east as Dallas. Train congestion not only hindered freight and passenger movement, but also blocked vehicle traffic at grade-crossings and impaired service and growth of BNSF’s Alliance Intermodal Facility and UP’s Dallas Intermodal Facility.

“Without the Tower 55 improvements, from a local level, trains would continue to hold at the intersection, increasing diesel emissions and blocking several at-grade crossings while traversing through the diamonds and adding to the delays in the [DallasFort Worth (DFW)] metroplex. From a regional level, BNSF and UP would have to continue to stage trains as far away as Oklahoma City, Okla., Temple, Texas, and east and west of the DFW metro to await their slot through, which decreases rail capacity, crew availability and network efficiency. From a system perspective, trains would be rerouted around the bottleneck increasing travel times for products, adding congestion to other subdivisions and, ultimately, decreasing the on-time performance and reliability of service that our cus-

January 2015

tomers deserve,” Faust said.

The North Central Texas Council of Governments (NCTCOG) conducted a study that determined improvements to Tower 55 would provide significant economic, environmental and safety benefits to the region and state. BNSF, UP, NCTCOG, the city of Fort Worth and the Texas Department of Transportation (TxDOT) partnered on funding the improvements. TxDOT, with help from the other partners, was able to secure a $34-million Transportation Investment Generating Economic Recovery (TIGER) grant in 2010 for the project. In addition to the TIGER grant, UP and BNSF funded nearly 63 percent of the $104-million project and the remainder came from Fort Worth, NCTCOG and TxDOT. In mid-2013, the upgrade project to improve the flow of traffic through the intersection began. A third northsouth mainline was added through the interlocking, 11 new switches and three temporary switches were installed; new sidings were built to allow increased simultaneous train movements and faster train speeds; modern signaling and control system upgrades, including those needed for Positive Train Control compatibility were installed and city arterial intersections were enhanced www.rtands.com

Tower 55 enhancements and three grade crossings closed. Of the work BNSF was responsible for, a total of 24,000 track feet of rail was laid and approximately 48,000 crossties were installed. Additionally, drainage improvements were performed and a new emergency vehicle access was incorporated to allow for faster response time to a nearby neighborhood.

Faust said BNSF constructed three new structures for the project including a single-track bridge over Rosedale Street and double-track bridges over Gounah Street and Cold Springs Road. The existing single-track structures at Gounah and Cold Springs were demolished.

Given all the work needed to enhance Tower 55 and its high number of trains daily, Faust says the biggest challenge was keeping the railroad operational during the construction of the project.

“Shutting down the [railroad] for extended periods was not an option at a busy intersection such as T55. Temporary outages were planned well in advance with the participation of transportation, service design, marketing and

www.rtands.com

Federal, state and local dignitaries attend Tower 55’s ribbon cutting ceremony.

various disciplines (track, signal, structures, etc.) within engineering. Another one of the challenges was executing a project in an urban environment. Limited ingress and egress options for removal and placement of material meant that the logistics and sequencing needed to be planned out in advance,” said Faust.

He continued, “Current BNSF design construction practices were used,

which are state-of-the art. Specific to the Gounah and Cold Springs grade separations, the eastern half of the double track structures were constructed first, then train traffic was re-routed from the old structures to the new structure. The old structure was then demolished and the western half of double-track structure was constructed in the old bridge alignment. This was done to keep train traffic

Railway Track & Structures

January 2015 25

tower 55 enhancements

BNSF crews working on upgrades surrounding Tower 55.

moving during the project.”

With a project of this size, there is a good chance an unexpected challenge or two will arise. However, Faust says nothing of significance was encountered, which he credits to the amount of engineering and pre-planning work performed for each phase of the project.

On Aug. 28, 2014, all Tower 55 improvements were completed, 13

26 Railway Track & Structures

days ahead of schedule. On Nov. 7, 2014, representatives from UP, BNSF, the Federal Railroad Administration and local and state officials gathered at the newly-upgraded Tower 55 for a ribbon cutting ceremony marking the end the massive project.

In a statement about the ribbon cutting ceremony, UP said the upgrade of Tower 55 is a testament to coopera-

January 2015

tion between competing railroads and various governmental entities.

“The spirit of cooperation has stood the test of time, which is why we are standing here today,” Lance Fritz, UP president and chief operating officer, said at the ceremony. “While we are fierce competitors in the marketplace, we often join in an effort of teamwork to benefit our customers and communities.”

The work performed at Tower 55 provided a remedy to one of the most significant transportation choke points in the U.S. and aided in avoiding nearly $996 million in supply chain costs.

The rail intersection can accommodate an estimated 25 percent more train traffic, which will allow for expected rail volume growth during the next 20 years. Additionally, each day, UP and BNSF save enough diesel fuel to equal the annual fuel consumption of 14,000 Fort Worth commuters, slowing carbon dioxide emissions by 93,000 tons per year and reduced motorist and pedestrian delays will save commuters 100,000 hours per year.

www.rtands.com

AREMA NEWS Professional Development SEMinars Building the steel interstate: Rail electrification and expanding capacity of U.S. railways for express freight and passenger service February 3, 2015 Washington, DC

This seminar provides electrification and added higher-class track for long-haul express (>80mph) mixed freight and regional passenger service. The economics and funding mechanisms are also explored. This seminar is designed for rail electrification engineers, renewable energy engineers, railway construction professionals, rail vehicle engineers and electrical engineers.

Message from the President

New Year's resolutions

Randy Bowman AREMA President 2014-2015

Please visit www.arema.org to register and to find out more information about this seminar or contact Desirée Knight at dknight@arema.org.

Online Seminar Railway Electrification: An Introduction and Overview

January 14, 2015 Time: 1:00 p.m. - 2:00 p.m. EST

This 60-minute online seminar will discuss the different types of electrically powered rail-based transportation systems from light rail to heavy-haul freight and will provide participants with an understanding of the various types of electrification systems that are used to provide power to the vehicles. Issues associated with the utility interfaces, construction, maintenance and installation costs will also be covered.

The online seminar is designed to provide decision makers and support staff, who may be faced with the questions about the benefits of electrifying existing or new systems, with a broad overview of rail system electrification and how it should fit into their planning decisions. 60 minutes – One contact hour for PDH. Please visit www.arema.org to register and to find out more information this online seminar or contact Mandie Ennis at mennis@arema.org.

28 Railway Track & Structures

January 2015

Happy New Year. I hope everyone had a wonderful holiday season.

I know I did. We were on the road four out of the five weekends between Thanksgiving and New Year’s Day. We traveled to Florida for Thanksgiving and back two weeks later for Whitney’s graduation. Then, we traveled to North Carolina to celebrate Christmas with Michelle’s side of the family and to Tennessee to celebrate with my side of the family. Though it was tiring (3,400-plus miles on the road), the miles were worth it in order to be with family and friends over the holidays.

With a new year often comes a resolution to do something new, do something better or maybe to stop doing something you’d be better off not continuing. Whatever you decide, make it count. As for my resolution, I want to strengthen the backbone of AREMA, the committees. My primary goal during my term as president is to work to ensure that each committee has active and balanced participation. I have asked for each of the committee chairs to review their membership to see if they have the right balance of railroaders, consultants, suppliers, contractors, academia and regulators as active participants. Balanced participation will ensure that the technology, publications and programs produced by AREMA are the best and most up-to-date they can be.

If you haven’t made a New Year’s resolution yet, or are willing to add one, I have a suggestion. If you are not already, get actively involved in one of the 31 AREMA technical committees. It’s really easy to get started. Go to arema.org and click on “Committees,” then click on “Technical Committee Information.” This will bring up a list of the committees under each of the functional groups. If you click on one of the committees you are interested in, a page will come up that gives details for that committee. It describes what information that committee is responsible for developing and maintaining. Listed are the subcommittees and current assignments so you can see what topics the committee is actively working on. It also lists the committee officers with their titles, companies and contact information. If you need additional information about the committee, feel free to contact one of the officers who will be happy to answer any questions you may have.

Under “Committees” you will also find “Governing Regulations.”

This section provides rules and procedures that guide and facilitate the development of material for the AREMA Manuals of Recommended Practice. They include rules concerning duties, responsibilities, staffing and operation of committees, as well as criteria for ensuring a balance of interests within the committee’s membership. Also included are regulations that stipulate voting procedures and provide requirements for consideration of negative votes. Please review these regulations so you will be aware of the commitment you are making when you join a committee. Being an active member is both educational and rewarding. www.rtands.com

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

2015 Upcoming Committee Meetings Jan. 22-24 Committee 24 - Education & Training

Winter Haven, FL

Jan. 29-30 Committee 8 - Concrete Structures

& Foundations

Feb. 11-12 Committee 7 - Timber Structures March 3-4

Panama, Central America

Jacksonville, FL

Committee 38 - Information, Defect Detection

& Energy Systems

Jacksonville, FL

Feb. 3-4

Committee 15 - Steel Structures

San Diego, CA

March 4-5

Feb. 5

Committee 9 - Seismic Design for Railway Structures

San Diego, CA

March 24-25 Committee 27 - Maintenance of Way Work Equipment

Feb. 9-10

Committee 1 - Roadway & Ballast

Charlotte, NC

April 1-2

Committee 39 - Positive Train Control Committee 30 - Ties

Please accept my challenge to join the AREMA technical committee that best suits your interest or expertise. You’ll be glad with your decision.

Your next step will be to go under “Committees” and find the “Committee Application.” You can complete and submit online or print one, fill it out and mail, fax or e-mail it to AREMA headquarters. Once your application is received, Stacy Spaulding, our director of committees and technical services, will review it and forward it to the committee chair for his/her approval. Then, you will be notified that you are an official member of the committee. At that point, you will want to make plans to attend the next committee meeting and get involved. You will determine which sub-committees to join and then roll up your sleeves and work side-by-side with a cross-section of industry experts, novices and everyone in between to fulfill the mission of AREMA, the development and advancement of both technical and practical knowledge and recommended practices pertaining to the design, construction and maintenance of railway infrastructure.

Thank you for all you do and for all you will do for AREMA. Be safe and make a positive difference.

Registration and housing will open on

February 2 for AREMA 2015 Annual Conference in conjunction with Railway Interchange 2015 October 4-7, 2015, in Minneapolis, Minn. Register now at www.arema.org.

Interested in sponsorship for the AREMA 2015 Annual Conference held in conjunction with Railway Interchange 2015?

Contact: Lindsay Hamilton at 301.459.3200, ext. 705, or lhamilton@arema.org.

Call for Mentors As the years pass, it becomes more vital to introduce and educate the next generation about the railroad industry. To aid in this cause, AREMA has developed a mentoring program to benefit the AREMA student members. We would like to extend an invitation to industry professionals to influence the next generation as part of this mentoring program. As part of the mentoring program, you will be paired with a mentee that is an AREMA student member. The pairing will try to match student members with someone with experience in the areas of the railroad industry they are interested in. Please visit the AREMA website under Education & Training to become a mentor today.

Not an AREMA Member? Join today at www.arema.org www.rtands.com

Jacksonville, FL Lisle, IL Pueblo, CO

FYI… Happy New Year

Online dues renewal is now available: To pay online, log into www.arema.org, then select “Dues Renewal” from the “Membership” drop-down menu. All members should have received their 2015 dues Renewal Notice in the mail.

Call for entries for the 2015 Dr. William W. Hay Award for Excellence. The selection process for the seventeenth W. W. Hay Award has begun. Entries must be submitted by May 29, 2015. Please visit www.arema.org for more information.

Planning to visit EXPORAIL 2015 MEXICO? A tt e n d A R E M A’s Te ch n i c a l Sessions and visit AREMA in the exhibition hall. For more information on presentation topics, visit www.exporail.com.

Now available: 2015 Communications & Signals Manual of Recommended Practices.

Please visit www.arema.org or contact Beth Caruso at 301-459-3200, ext. 701, or bcaruso@arema.org to place an order.

AREMA’s Official Facebook Page Become a fan of the official AREMA Facebook Page and stay up-to-date on the most recent AREMA information.

T he O ff i c i a l AR E M A L in ked I n Group Join the official AREMA LinkedIn Group by visiting www.linkedin. com and searching groups for “American Railway Engineering and Maintenance-ofWay Association.”

Put your career on the right track w i t h AR E M A ’ s R a i l w a y C a r e e r s Network. Services are FREE and include confidential resume posting, job search and e-mail notification when jobs match your criteria.

Railway Track & Structures

January 2015 29

AREMA NEWS

Getting to know Ronald Medlock Each month, AREMA features one of our committee chairs. We are pleased to announce that the January featured chair is Ronald Medlock, chair of Committee 15 Steel Structures.

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

Medlock: My interest in railway engineering grew from my interest in bridges – particularly steel bridges. Bridges are both vital links in our transportation networks and important parts of our cultural heritage. It is great to be a part of their construction and I find it particularly satisfying to do what I can to make them better.

AREMA: How did you get started?

Medlock: Soon after I joined the Texas Department of Transportation out of college (UT Austin – Hook ‘em!), I had the opportunity to get involved in a large steel bridge project – the Fred Hartmann Bridge near Houston, Texas.

I traveled to South Africa to perform shop inspection of the steel members for this bridge. I enjoyed the project, stayed involved in steel bridges and grew into a variety of area related to bridges, including inspection, detailing, manufacturing and inspection.

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

Medlock:I’ve long enjoyed national committee work as an effective way to advance the state-of-the-art and achieve standard practices, which in turn lead to lower cost and improved performance. At High Steel Structures (Lancaster, Pa.), railroad bridges are of great interest, so soon after, I joined High Steel, I got involved with AREMA Committee 15-Steel Structures. It is great to be a part of Committee 15; I particularly enjoy helping bring perspectives of fabrication and erection to the committee.

AREMA: Outside of your job and the hard work you put into AREMA, what are your hobbies?

Medlock: Spending time with family and raising two children is number one; we especially enjoy traveling together – our kids have been to over half the states and three continents. Other interests include golf, reading and cooking. Recently, I got a smoker, so my newest hobby involves pork ribs and briskets. However, my primary hobby is spending time with my family – exploring new things, traveling and just hanging out with them.

AREMA: Tell us about your family.

Medlock:I met my wife, Ilse, in South Africa while on the inspection job I mentioned. We’ve been married for 20 years; she is a beautiful person and recently started a charity to help less fortunate kids in our community. Our kids are David, 14, who is a crack programmer and Emma, 12, who likes science. They both like "Dr. Who" and generally tolerate their music lessons.

AREMA: If you could share one interesting fact about yourself with the readers of RT&S, what would it be?

30 Railway Track & Structures

January 2015

Ronald Medlock Chair, Committee 15 - Steel Structures Vice President Technical Services High Steel Structures, Inc. Medlock: I like to teach and by this I mean giving presentations, writing ar ticles or simply providing explanations that make sense. Teaching gives you the opportunity to share what you’ve learned and, thus, help others with their challenges. Also, teaching causes you to sharpen your own knowledge; you can’t teach something well that you don’t know well.

AREMA: What is your biggest achievement?

Medlock: Professionally, it is co-founding (with Fred Beckmann and Krishna Verma) the AASHTO/NSBA Steel Bridge Collaboration, which for almost 20 years, has published national standards for improving steel bridge design and construction. However, for an overall achievement bigger than this, go back two questions: Raising kids is my biggest joy and though our kids are technically a work in progress, I am very proud of the simple progress that Ilse and I have made with them so far.

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

Medlock:Take the lead and find ways to solve problems that are both creative and prudent. Be creative, not every problem has the same solution and it takes diligence and a commitment to continual improvement to achieve the best solutions. But also be prudent, the best solutions aren’t simply dreamt up by individuals but rather are developed by drawing on the broad experience of others from multiple disciplines. This is true for problems everywhere and certainly true of challenges in the railway industry. Meet the day-to-day challenges effectively and you will have a rewarding career in the railway industry. www.rtands.com

Ask John

Committee 4 Rail Survey Reports

Below and next page.

Q: How are rock bolts used in a tunnel?

A: Rock bolts are rods that are usually several meters long inserted and anchored into the walls of a tunnel to secure individual blocks or slabs of rock until the final lining is installed. They are also used to reinforce the face of the tunnel during excavation. The bolts should be installed at an angle of 45 to 90 degrees to the rock bedding, similar to a toothpick inserted into the top of a sandwich to hold it together. Inserting the toothpick into the side of the sandwich would do nothing to hold the layers together. In tunneling, a rock bolt acts as a clamp, preventing the layers of rock from moving; this is called block failure. There are several types of rock bolts available, including expanding rock bolts, concrete or mortar grouted anchors, synthetic resin anchors, fiberglass and friction anchors. Fiberglass anchors have the advantage of allowing subsequent mechanical excavation. When spraying the concrete lining of tunnels, rock bolts are often used.

Rock bolts can’t be used in all ground conditions. The depth of drilling is limited to space available inside the tunnel. However, self-drilling grouted anchors can be coupled together as the drill advances. Self-drilling anchors do not need to be removed to install a rock bolt; they become the bolt anchor.

Their design serves as both a drill dowel and a grouting tube. Self-drilling anchors allow for drilling, grouting, anchoring and stabilizing in one complete process. Rock bolts can be stressed between 22,500 to 33,750 pounds and need to be installed before the forces in the rock shift, creating a weakened zone. To complete the stabilizing process, the rock bolts should be reinforced by spraying shotcrete or using some other system. The faster the tunnel can be reinforced, the sooner a state of equilibrium can be established.

Source: Sprayed Concrete Lined Tunnels, Alun Thomas, Handbook of Tunnel Engineering I structures and Methods; Berhard Maidl, Markus Thewes and Ulrich Maidl; Minova website. www.rtands.com

Railway Track & Structures

January 2015 31

AREMA NEWS

32 Railway Track & Structures

January 2015

www.rtands.com

AREMA Publications 2015 Communications & Signals Manual of Recommended Practices

©

The Communications & Signals Manual is a manual of recommended practices written

by AREMA technical committees in the interest of establishing uniformity, NOW AVAILABLE promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication.

Downloadable Sections Available Online.

2014 Manual for Railway Engineering ©

There have been numerous updates to more than 5,000 pages of the Manual for Railway Engineering. The chapters are grouped into four general categories, each in a separate volume: • Track • Structures • Infrastructure & Passenger • Systems Management. The Manual is an annual publication, released every April. It is available in four-volume loose-leaf format, CD-ROM, revision set (loose-leaf only) and individual chapters (hard copy and downloadable formats).

Downloadable Chapters Available Online.

Reflections on a Half Century of Railway Engineering and Some Related Subjects ©

Railway Memoirs by William G. Byers, PE

To order any of the AREMA publications, please visit www.arema.org or contact Beth Caruso at +1.301.459.3200, ext. 701, or bcaruso@arema.org.

www.rtands.com

2014 Portfolio of Trackwork Plans ©

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

AREMA Bridge Inspection Handbook ©

The AREMA Bridge Inspection Handbook provides a comprehensive source of information and criteria for bridge inspections for engineers engaged in the assessment of railway bridges. This handbook is published as a guide to establishing policies and practices relative to bridge inspection. It covers such topics as confined spaces, site conditions, loads & forces, nomenclature, bridge decks, timber, concrete & steel bridges, movable bridges, tunnel and culvert inspections, and emergency & postearthquake inspections. Also included are many color photographed examples in several chapters, as well as a glossary in the back of the book.

Practical Guide to Railway Engineering ©

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

Railway Track & Structures

January 2015 33

34 Railway Track & Structures

January 2015

www.rtands.com

PRODUCTS PRODUCTS Corrosion resistant coating

Alcoa Fastening Systems introduced a new coating called HuckGuard™, which is designed to give fasteners corrosion resistance. A zinc-rich basecoat plus an organic topcoat developed for Huck fasteners, HuckGuard allows Huck® bolts and collars to sustain up to 1,000 hours of salt spray testing. This new coating was created specifically for those users who prefer Huck bolts, but want a higher level of protection from corrosion without painting. HuckGuard is applied in-house at Alcoa’s manufacturing facility in Waco, Texas, and is only available for Huck Fasteners. The company says this means better quality control because the processes are conducted on site.

Fasteners require no special installation tooling when coated with HuckGuard. Users can use the same tools and install to the same torque requirements as for their other nuts and bolts. Phone: 317-704-8840.

LED floodlight

Phoenix Products Company, Inc., now offers its SturdiLED™ Series mid-level LED floodlight, which offers an AC or DC driver with multiple output options ranging from 1600 to 2900 lumens. The two optical packages, 28 degrees and 45 degrees, accommodate a variety of applications including gantry lights, maintenance platforms, straddle carriers and various other demanding terminal applications. Phoenix utilizes marine-grade die cast aluminum housing with a powder coat finish for additional protection against corrosion. The rugged shock mount base can stand up to even the harshest applications, the company notes.

The SturdiLED also utilizes a replaceable, impactresistant and UV-stable lens, as well as a conformal coated circuit board and fully potted driver.

The floodlight is 18 watt to 37 watt and replaces up to 100 watt high-intensity discharge floodlights.

A Deutsch connector is also offered on DC models. Phone: 800438-1214.

www.rtands.com

All-position electrode

Hardface Technologies, a business unit of Postle Industries, introduced Postalloy® FrogTuff, an allposition electrode for joining or overlaying for high impact. The product, which the company says is ideal for manganese steel railroad frogs and crossings, operates on either AC or DC reverse polarity. Under severe impact, such as hammering or pounding, the weld deposit quickly becomes tougher and harder, the company notes. Postalloy FrogTuff may be used alone, as a combination buildup and hardfacing alloy or used as a build-up and cushion prior to overlaying. It has a tensile strength of 125,000 psi, a yield strength of 80,000 psi and a 34 percent elongation.

The hardness as deposited is 15-22 Rc and work hardens up to 55 Rc. The company also offers a self-shielded flux cored wire version of the product named Postalloy® FrogTuff-FCO, which is a high alloy austenitic manganese welding wire for joining, build-up or hardfacing. Postalloy FrogTuff-FCO has a tensile strength of 135,000 psi, a yield strength of 90,000 psi and a 30 percent elongation. The hardness as deposited is 20 Rc and work hardens up to 50-55 Rc. Phone: 216-265-9000.

Ultraviolet LED light fixture

Larson Electronics released a 365 nanometer ultraviolet LED light fixture. The compact LED light head provides 35,000 megawatts of precise 365 nanometer ultraviolet LED light output. The EPL-HB-100LEDRT-UVA ultraviolet explosion proof LED light fixture is said to provide operators with a powerful and energy-efficient alternative to traditional luminaires with UV cutoff filters.

Larson says the unit is lightweight and has a low profile.

The copper-free aluminum alloy body is powder coated for added durability and aesthetic appearance. This fixture can operate on voltages ranging from 120 volts - 277 volts.

Phone: 800-369-6671.

Railway Track & Structures

January 2015 35

CALENDAR JANUARY 15-16. 11th Annual Southwestern Rail Conference.

Holiday Inn Park Cities/SMU. Dallas, Texas. Website: www.texasrailadvocates.org/conference/.

26-27. Fundamentals of Rail Freight Terminals, Yards, and Intermodal Facilities. Crowne Plaza Jacksonville Airport. Jacksonville, Fla. Contact: Joni Graves. Phone: 800-462-0876. E-mail: graves@epd.engr.wisc.edu.

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=P743.

26-29. National Contractors Association Weed Control Seminar. Marriott East. Indianapolis, Ind. Contact: Gerry Blase. E-mail: gblase@asplundh.com.

Website: www.nrca-railroad.com.

29. CWR and Thermal Forces Workshop. Crowne Plaza Jacksonville Airport. Jacksonville, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@ epd.engr.wisc.edu. Website: http://epdweb.engr.wisc. edu/Courses/Course.lasso?myCourseChoice=N890.

30. Understanding and Complying with FRA 213 Track Safety Standards. Crowne Plaza Jacksonville Airport.

Jacksonville, Fla. Contact: Dave Peterson. Phone: 800-462-0876. E-mail: peterson@epd.engr.wisc.edu.

Website: http://epdweb.engr.wisc.edu/Courses/Course. lasso?myCourseChoice=N891.

FEBRUARY 18-20. International Railway Summit. Hotel Rey Juan Carlos. Barcelona, Spain. Phone: +44-1326-313945.

E-mail: hello@irits.org. Website: http://www.irits.org/.

MARCH 23-26. 2015 Joint Rail Conference. The Fairmont San Jose. San Jose, Calif. Contact: Stephen Crane.

E-mail: CraneS@asme.org. Website: http://www. asmeconferences.org/JRC2015/.

28-31. 2015 ASLRRA Connections. Hilton Orlando.

Orlando, Fla. Phone: 202-628-4500. Fax: 202-628-6430.

Website: www.aslrra.org.

31-APRIL 1. 20th Annual AAR Research Review.

Hotel Elegante Conference Center and Event Center.

Colorado Springs, Colo. Transportation Technology Center, Inc. Contact: Lori Bennett. Phone: 303-6173300. E-mail: annualreview@aar.com. Website: www. regonline.com/20thannual.

JUNE 23-26. Railroad Day on Capitol Hill. Renaissance Washington. Washington, D.C. Contact: Kathy Cassidy E-mail: kcassidy@aslrra.org. Website: www.aslrra.org.

OCTOBER 4-7. Railway Interchange 2015. Minneapolis Convention Center. Minneapolis, Minn. Website: http:// railwayinterchange.org/.

36 Railway Track & Structures

January 2015

www.rtands.com

Ad Index Company

Phone #

AREMA Marketing Department Danella Rental Systems, Inc.

Fax#

301-459-3200

e-mail address

301-459-8077

Page #

marketing@arema.org

610-828-6200

610-828-2260

pbarents@danella.com

Cover 3 7

L.B. Foster Co.

412-928-3506

412-928-3512

glippard@lbfosterco.com

17

Georgetown Rail Equipment Co.

512-869-1542 ext.228

512-863-0405

karen@georgetownrail.com

Cover 4

Herzog Services, Inc.

816-364-3000

816-233-7757

rebersold@herzogservices.com

5

Landoll Corporation

800-428-5655

888-293-6779

jim.ladner@landoll.com

8

Mitchell Equipment Corp.

419-867-0400

419-867-0582

marketing@mitchell-railgear.com

Neel Company, The

703-913-7858

703-913-7859

btemple@neelco.com

Postle Industries

216-265-9000

rspeese@postle.com

Rails Company

973-763-4320

973-763-2585

rails@railsco.com bbrundige@sb-reb.com

Railway Educational Bureau, The

RailWorks Corporation

Rail Construction Equipment Co. Schenck Process

25 16 9

402-346-4300

402-346-1783

866-905-7245

952-469-1926

866-472-4510

630-355-7173

dennishanke@rcequip.com

21

262-473-4384

mktg@schenckprocess.com

6

262-473-2441

22

jrhansen@railworks.com

Sperry Rail Service

203-791-4507

robert.dimatteo@sperryrail.com

Western-Cullen-Hayes, Inc.

773-254-9600

773-254-1110

cp@wch.com

Willamette Valley Company

541-484-9621

541-284-2096

03alishab@wilvaco.com

14, 36 26

19 9 Cover 2

Reader Referral Service This section has been created solely for the convenience of our readers to facilitate immediate contact with the RAILWAY TRACK & STRUCTURES advertisers in this issue.

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

Advertising Sales general sales OFFICE Jonathan Chalon Publisher (212) 620-7224 55 Broad St., 26th Fl. Fax: (212) 620-7224 New York, NY 10014 jchalon@sbpub.com CT, DE, DC, FL, GA, ME, MD, MA, NH, NJ, NY, NC, PA, RI, SC, VT, VA, WV, Canada Quebec and East, Ontario Mark Connolly (212) 620-7260 55 Broad St., 26th Fl. Fax: (212) 633-1863 New York, NY 10014 mconnolly@sbpub.com AL, AR, IN, KY, LA, MI, MS, OH, OK, TN, TX Emily Guill (312) 683-5021 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 eguill@sbpub.com

www.rtands.com

AK, AZ, CA, CO, IA, ID, IL, KS, MN, MO, MT, NE, NM, ND, NV, OR, SD, UT, WA, WI, WY, Canada -足AB, BC, MB, SK Heather Disabato (312) 683-5026 20 South Clark St. Fax: (312) 683-0131 Ste. 1910 Chicago, IL 60603 hdisabato@sbpub.com

Louise Cooper International Sales Manager Suite K5 &K6 The Priory +44-1444-416917 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom lc@railjournal.co.uk

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

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

Julie Richardson International Sales Manager Suite K5 &K6 The Priory +44-1444-416368 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom jr@railjournal.co.uk

Japan Katsuhiro Ishii Ace Media Service, Inc. 12-6 4-Chome, +81-3-5691-3335 Nishiiko, Adachi-Ku Fax: +81-3-5691-3336 Tokyo 121-0824, Japan amskatsu@dream.com

Suite N2, The Priory, Syresham Gardens, Haywards Heath, West Sussex RH16 3LB, UK

Classified, Professional & Employment Jeanine Acquart (212) 620-7211 55 Broad St., 26th Fl. Fax: (212) 633-1325 New York, NY 10014 jacquart@sbpub.com

Railway Track & Structures

January 2015 37

Professional Directory

NEW & USED EQUIPMENT

Available for Lease 3600 cu ft Open Top Hopper Cars 100 ton Automated/Manual Ballast Cars 4480 cu ft Aluminum Rotary Open Top Gons Contact: Tom Monroe: 415-616-3472 Email: tmonroe@atel.com

Some things never change.

Quality, Service, and Dependability. Since 1910.

Rotary Dump

Grapple Truck

Hauls MarkIV

LEASE or BUY Hirail Gradall w/opt. Brush Cutter

Products and services

REESE WHAT CAN WE DO FOR YOU?

Hirail Service/Maintainers Truck

Custom Build New or Used Chassies.

Also: Hirail Boom Dump Trucks Hirail Mechanics Trucks Hirail Section Trucks Hytracker for moving equipment Hudson Ballast Cars DMF & Harsco parts, service and installation

RAILROAD SERVICES

Est. 1910

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

• 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

K. W. Reese, Inc.

Box 298 • Mercersburg, PA 17236

(717) 328-5211 •

fax

(717) 328-9541 • www.kwreese.com

2013, 2014 NRC SAFETY AWARD GOLD MEDAL WINNER 38 Railway Track & Structures

January 2015

www.rtands.com

NEW & USED EQUIPMENT

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

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

EQUIPMENT FOR SHORT OR LONG TERM LEASE HARSCO AND NORDCO TAMPERS 6700S, SJ, SJ2, Mark IV Switch and Production Tampers 3300 and HST Chase Tampers 3000 Tampers w/Raise & Line or Chase Tampers 2400 Tampers w/Raise & Line TIE INSERTERS/EXTRACTORS Nordco TRIPPs 925 S/Ss, Standards, KTR-400s KNOX KERSHAW REGULATORS, KRIBBER/ADZERS, TIE CRANES, PLATE BROOMS, BRUSH CUTTERS, & SNOW FIGHTERS KBR-850-925-940 Ballast Regulators & Snow Fighters KBR-940 Dual Head Brush Cutters KTC-1200 Tie Cranes KKA-1050 Kribber/Adzers KPB-200 Plate Brooms NORDCO ANCHOR APPLICATORS, SPIKERS & GRABBERS Model F Anchor Machines and BAAMs Models CX and SS Spikers Model SP2R Dual Grabbers RACINE RAILROAD PRODUCTS Dual Anchor Spreaders, Squeezers, Knockers (Anchor Removers), Anchor Applicators, DAACs (Dual Anchor Adjuster Cribber), Dual e-Clip Applicators, Ride-on Regauge Adzers, TPIs, Tie Straighteners, OTM Reclaimers, SAFELOK IIIs (SAR IIIs) HI-RAIL CRANES, SPEEDSWINGS & RAIL HEATERS Pettibone Model 445E Speedswings w/Multiple Attachments 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 Rail Heaters - Single Sided, 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

Remanufactured 6700 Like new. Only better. Nordco doesn’t just patch up imperfections. We give new life to your worn out machine.

• Remanufactured from the frame up for a 6700 that’s more like new than any remanufactured machine on the market • Workhead Mounts are re-engineered for quicker replacement • Electrical, hydraulic and pneumatic components are upgraded & replaced with new material • Tremendous value at 70% the cost of new 6 Month

Warranty

Call for a quote today t. 855-527-2652 | m. 402-203-3902 | www.nordco.com

Hi-Rail trucks engineered for your applications with nationwide deliveries and warranties...

Grapple Trucks Magnets & Self Propelled

Section Trucks Telescoping & Articulating Cranes

ALSO AVAILABLE Hi-Rail Pickup Trucks Hi-Rail Mechanics Trucks Hi-Rail Aerial Devices Hi-Rail Welder Trucks

and many more truck configurations...

Track Maintenance Trucks

877-888-9370

ASPENEQUIPMENT.COM/RAIL www.rtands.com

Railway Track & Structures RT&S2013revAd.indd 1

January 2015 39 2/12/13 2:57 PM

NEW & USED EQUIPMENT PARTS • SALES • SERVICE

We specialize in all types of Hirail Vehicles including Grapple Trucks, Roto Dumps, Mechanics Trucks and Pickups.

Call Rob Wiskerchen at 715-897-2619.

Toll Free: 888-405-0110 e-mail: rob@wisktrucks.com • www.wisktrucks.com

RAILWAY EQUIPMENT SERVICES, INC. www.railwayequipmentservices.net MOW Equipment – Lease & Sale Track Surfacing – Tamp & Reg Brushcutting – Dual side Kershaw Specialized Hauling – Low Boys with Rail 318-995-7006 or 318-469-7133 “A full service company with over 20 yrs exp!”

Get the inside scoop on and off the track

Ph: (913) 764-1315 Kansas City, KS www.colliscw.com

NEW Hi-Rail Ford F-350 Super Duty NEW Hi-Rail Freighliner 108SD Rotary Dump

RAIL BRIEF: The Weekly RT&S Email Newsletter

NEW Hi-Rail Western Star 4700SB with Rotobec Elite MT26

SUBSCRIBE AT: www.rtands.com/RailBrief

Purchase - Lease - Parts - Service

MARKETPLACE SALES Contact: Jeanine Acquart Ph: 212/620-7211 • Fax: 212/633-1165 Email: jacquart@sbpub.com 40 Railway Track & Structures

January 2015

ALL MAJOR CREDIT CARDS ACCEPTED

www.rtands.com