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June 2013 | www.rtands.com

deGra sing s Cro Guide E&M ide Ins

Annual report

Grade crossings plus

Engineering the frac sand boom Grinding update And also

AREMA News p. 58

Contents

RAILWAY TRACK AND STRUCTURES

June 2013

News

4

Industry Today 4 Supplier News 9 People 12 Calculating maximum allowable curve speeds using new FRA rules, effective in July

Features

18

Annual grade-crossing surfaces report Smooth and safe are the two top priorities when it comes to gradecrossing surfaces.

46

Rail grinding patterns Through studying various grinding patterns, a longer life-cycle can be acheived. Two approaches are analyzed here.

18

54

Engineering the frac sand boom An increase in energy-related railroad traffic has CN and CP upgrading its infrastructure.

46 Departments 15 TTCI R&D 58 Arema News 64 Products 65 Advertisers Index

Workers installing a HiRail Corporation grade crossing.

Columns

2

On Track Expanding railroad education

14

65 Sales Representatives 66 Calendar 67 Classified Advertising 68 Professional Directory

NRC Chairman’s Column Rail conferences - past,

present and future

Special section

28

Grade-Crossing Equipment & Materials Guide

41

Grade-Crossing Surface Data Sheets

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Railway Track & Structures

June 2013 1

On Track

RAILWAY TRACK AND STRUCTURES

Expanding railroad education

R

ailroad activity in the U.S. is flourishing, with expansion across the industry – in freight, passenger (inter-urban and commuter), transit and emerging high-speed rail. With increased activity comes the need for highly-trained professionals to ensure operating safety, efficiency and costeffective use of resources. Yet many of the most experienced engineers and supervisors are retiring, leaving a gap in knowledge, experience and capability.

Comprehensive, as well as targeted railroad education for both degreed and non-degreed professionals will fill this gap.

Newly-graduated engineers bring knowledge and understanding of railroad operating and engineering principles, significantly shortening the time it takes these young engineers to come up-to-speed and contribute. Training for non-degreed personnel is also critical, as track foremen and supervisors represent the backbone of any engineering department. Relying solely on On-the-Job-Training for the skills needed to maintain a modern rail system is slow and inefficient. Professional training and specialized education can accelerate the development of supervisory personnel who can then help fill the gaps existing in any large rail maintenance organization.

In recent years, we have seen a significant increase in both types of education. At my institution, the University of Delaware (UD), we have been aggressively developing courses at multiple levels – for undergraduates, graduate students, degreed engineers and also for non-degreed professionals.

In the past year, we have introduced courses in railroad engineering, safety and study of derailments. These have proven popular with senior undergraduates and graduate students who are finding railroad engineering to be interesting and professionally stimulating. The courses have also attracted working professionals seeking to expand their knowledge beyond their undergraduate degrees. Time and distance present challenges for them, though, in

light of their generally long and sometimes odd working hours. They are also geographically diverse, spanning multiple time zones. Hence, for them to attend classes on a university campus is difficult at best.

UD’s answer to this dilemma is internet-based education, where the courses are available on an “anytime, anywhere” basis. For example, my Fall ‘12 Railroad Engineering class roster included on-campus seniors and graduate students, plus professional engineers from three continents taking the course without having to set foot in the classroom. My recorded lectures and course handouts were available online thanks to “UDCapture” technology. My Spring ‘13 course, Railroad Derailment and Safety, likewise is available in this format, as well as in the traditional classroom. Furthermore, interest in this approach is high. When one overseas railway offered the course to its professionals, those indicating interest exceeded their budget; so a selection process ensued!

Next, we are using this format for our professional development courses. In the past few months, we have given two noncredit courses (with CEUs) in traditional classroom format: “Rail Problems, Maintenance and Grinding” and “Maintenance of CWR,” both with excellent reviews. This summer, we will start making these courses available online, accessible by railroad professionals worldwide. https://www.engr. udel.edu/outreach/short-courses/Rail%20 Engineering/RailProblemsMaintenanceGrinding/index.html.

We, as railroad educators, need to be part of this exciting future, making railroad education available to the new generation of engineers and professionals currently in the field.

D r. A l l a n Z a r e m b s k i , P. E . , FASME, Hon. Mbr. AREMA, Research Professor and Director of the Railroad Engineering and Safety Program, University of Delaware, Dramz@udel.edu

Vol. 109, No. 6 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 Dr. Allan Zarembski, Guest Editor 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 George S. Sokulski/Associate Publisher Emeritus Mary Conyers/Production Director Wendy Williams/Creative Director Maureen Cooney/Circulation Director Jane Poterala/Conference Director Railway Track & Structures (Print ISSN 0033-9016, Digital ISSN 2160-2514), (USPS 860-560), (Canada Post Cust. #7204654), (Bluechip Int’l, Po Box 25542, London, ON N6C 6B2, Agreement # 41094515) is published monthly by Simmons-Boardman Publ. Corp, 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.

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All rights reserved. Contents may not be reproduced without permission. For reprint information contact: PARS International Corp., 102 W 38th St., 6th Floor, New York, N.Y. 10018 Phone (212) 221-9595 Fax (212) 221-9195. For Subscriptions & address changes, Please call (800) 895-4389, (402) 346-4740, Fax (402) 346-3670, e-mail circulation@sbpub.com or write to: Railway Track & Structures, Simmons-Boardman Publ. Corp, PO Box 10, Omaha, NE 68101-0010.POSTMASTER: Send address changes to Railway Track & Structures, PO Box 10, Omaha, NE 68101-0010.

Guest editor’s appearance should not be viewed as an endorsement of products, advertisements or opinions found within this issue.

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INDUSTRY TODAY Supplier News Altus Capital Partners acquired Rocla Concrete Tie, Inc. Axion International Holdings, Inc., received a purchase order from Edmonton Light Rail Transit, in Edmonton, AB, Canada, for its ECOTRAX ties.

California High-Speed Rail Authority awarded a twoyear, $120-million contract extension to Parsons Brinckerhoff, Balfour Beatty’s professional services division, for program management services on the California High-Speed Rail project.

L.B. Foster Company delivered approximately 2,600 tons of 36-inch diameter steel pipe to Balfour Beatty Infrastructure, Inc., for use as lateral shoring struts in the excavation of San Francisco’s new Transbay Transit Center.

Anthony Foxx nominated as next U.S transportation secretary President Obama nominated Anthony Foxx as the next Secretary of Transportation, who is set to replace current secretar y, Ray LaHood.

Fo x x i s t h e m a y o r o f Charlotte, N.C., who took office in 2009.

“When Anthony became mayor in 2009, Charlotte, like the rest of the country, was going through a bruising e c o n o m i c c r i s i s ,” s a i d President Obama. “But the city has managed to turn things around.

The economy is growing. There are more jobs, more opportunity. And if you ask Anthony how that happened, he’ll tell you that one of the reasons is that Charlotte made one of the largest investments in transportation in the city’s history.

“Since Anthony took office, they’ve broken ground on a new streetcar project that’s going to bring modern electric tram service to the downtown area. They’ve expanded the international airport and they’re extending the city’s light-rail system.

All of that has not only helped create new jobs, it’s helped Charlotte become more attractive to business.”

President Obama said that from the

day Ray LaHood was swor n in, he fought tirelessly to rebuild America’s infrastructure, creating good jobs that strengthen the economy and allow the United States to better compete in the global economy.

“Over the past four years, thanks to Ray’s leadership, we’ve built or improved more than 350,000 miles of road, enough to circle the world more than 14 times,” the president said. “We’ve upgraded more than 6,000 miles of rail, enough to go coast to coast and back. We’ve repaired or replaced more than 20,000 bridges and helped put tens of thousands of construction workers back on the job. And that’s all due in no small part to Ray LaHood’s leadership.”

FRA issues flat switching operations safety advisory The Federal Railroad Administration (FRA) issued an industry-wide safety advisory to warn about safety hazards associated with flat switching operations on railroads.

Since 2009, six railroad employees sustained fatal injuries placing themselves between unsecured rolling equipment during switching operations, including one employee who was killed last year.

In flat switching, rail cars are diverted to the proper track to complete a train by one of two methods, either by “manually kicking” or “shoving to couple.” When rail cars are kicked, they are uncoupled from the switching locomotive while in motion, allowed to roll freely and are expected to couple with the other rail cars upon impact with the new train. When rail cars are shoved to couple, they are not uncoupled from the switching locomotive until they have already coupled with and are secured to the new train.

Through investigations, FRA identified switching yard characteristics that may increase the risks of unsecured rail

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equipment rolling back onto an employee if an irregular grade is present in a flat switching yard.

“Kicking railcars is efficient, but it can also have significant consequences if rail carriers don’t have operating rules to safeguard employees to ensure that kicked rail cars are securely coupled,” said Federal Railroad Administrator Joseph Szabo. “Where there is risk of a rollback shoving to couple provides absolute certitude.”

In 2010, FRA released recommendations developed by the Switching Operations Fatality Analysis Working Group (SOFA) that have been adopted by individual railroads in their operating rules. The Safety Advisory 2013-03 warns railroad management and employees about the inherent dangers of employee movements between unsecured rolling rail cars.

It advises railroads to review and follow SOFA recommendations previously set forth in a FRA 2011 Safety Advisory and, where conditions exists, to develop operating rules that safeguard employees and advises employees to follow the rules.

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INDUSTRY TODAY Supplier News Gross & Janes Co. entered into an agreement to manage and operate two green crosstie processing facilities owned by Boatright Railroad Products in Montevallo and Clanton, Ala. Bowen Civil Engineering Inc. is now part of Hanson Professional Services Inc. Metropolitan Washington Airports Authority selected the Capital Rail Constructors joint venture for the Dulles Corridor Metrorail Project, Phase 2: Package A.

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Gov. O’Malley signs $4.4 billion transporation legislation On May 16, Mar yland Gov. Mar tin O’Malley, Senate President Thomas Mike Miller, Jr., House Speaker Michael Busch, and Lt. Gov. Anthony Brown, signed the $4.4-billion Transportation Infrastructure Investment Act of 2013.

The bill will create a safer, more efficient transportation network and spur economic development.

It is expected to support more than 57,200 jobs and invest an average of $800 million a year at full implementation for the next six years (FY 2014 – FY 2019). As a result, Gov. O’Malley announced the first round of projects to be funded with money generated by the act.

“This historic transportation bill allows us to move forward with the first new major transportation projects in more than eight years and get our construction industry back to work. Today, I am pleased to announce $1.2 billion for key new highway and transit projects from Western Maryland

June 2013

to the Eastern Shore,” said Gov. O’Malley.

A total of $100 million has been provided for MARC Enhancements (Pennweekend service, Camden-weekday two new roundtrips and new locomotives) and transit funding for final design of the Red Line ($170 million), Purple Line ($280 million) and Corridor Cities Transitway ($100 million).

The Transpor tation Act allows the state to activate long-ter m funding strategies to invest in Maryland’s roads and transit systems.

During the summer months, the state will continue to review project needs and make investment decisions. The Maryland Department of Transportation’s draft six-year transpor tation budget will be published on September 3. This budget, known as the Consolidated Transportation Program, will provide a full list of the new projects funded by the Transportation Act.

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INDUSTRY TODAY Gov. McDonnell signs $5.9 billion transportation funding bill

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Office of Gov. McDonnell Flickr

On May 13, Virg inia Gov. Bob McDonnell signed the state’s first transportation funding plan approved in 27 years, Virginia’s Road to the Future, which will increase transit funding by $509 million and provide more than $256 million in funding for intercity passenger rail within the first five years.

During the next five years, the bill is expected to provide more than $3.4 billion in additional statewide transpor tation funding, more than $1.5 billion in additional funding for Northern Virginia and more than $1 billion in additional funding for Hampton Roads Transit. This legislation is expected to annually sustain 13,058 new jobs.

Additionally, findings of a recentlycompleted economic impact analyses conducted by Chmura Economics were

released. The analysis that focused on new transit and rail spending, determined that the additional funding provided to the Department of Rail and Public Transportation will have an economic impact of more than $1.4 billion

and support 14,625 jobs, or 2,925 jobs per year, between FY 2014 and FY 2018. The new dedicated intercity passenger rail funding will enable Virginia to extend passenger rail service to Roanoke within the next four years.

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INDUSTRY TODAY LACMTA receives upwards of $390 million from CTC and Caltrans for improvements The Los Angles County Metropolitan Transportation Authority (LACMTA) was awarded more than $390 million from the California Transportation Commission and the California Department of Transportation (Caltrans) to support construction of new rail, upgrade existing transit service, buy much-needed rail cars, repair and improve buses and create jobs.

The money comes from Proposition 1B, the 2006 voter-approved transportation bond, Proposition 1A, the voter-approved High-Speed Rail Bond and the State Transportation Improvement Program. The High-Speed Rail Bond program targets some funds at connectivity with future high-Speed rail service. LACMTA used its Measure R funds, approved by the Los Angeles County voters in 2008, to aid in leveraging state funding to Los Angeles County.

Projects benefiting from state bond funds include $264 million for the Regional Connector project, which will improve connectivity county-wide by linking the Blue, Expo and Gold lines via a 1.9-mile extension of light-rail

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tracks beneath downtown Los Angeles and $61 million for the current Life of Project for the Crenshaw/LAX Transit Corridor, a new 8.5-mile light-rail line that will connect the Green Line with the Exposition Line and provide a link to the Los Angeles Airport.

Another project to receive a portion of the funding, $45.4 million, will aid in the purchase of 78 light-rail vehicles for system-wide service expansion and for use on future light-rail lines that will open during the next few years.

“These funds will help us continue to expand and upgrade the LACMTA system,” said CEO Art Leahy.

“They are slotted for bus and rail projects that will work together to buy us improved mobility and move us closer to our goal of creating a 21st Century transit network for our region.”

The projects were included in the Long Range Transportation Plan and were chosen because they already are underway and the new round of funding will ensure they stay on schedule.

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PEOPLE Alameda Corridor-East Construction Authority elected El Monte, Calif., Mayor Pro Tem Norma Macias as chair and Montebello, Calif., Councilman Jack Hadjinian as vice chair of its board of directors.

Auto Truck Group named Steve Terry as regional fleet sales manager and Mike Pekny regional fleet sales manager.

Continental Rail Corp. named Ambassador Ned Siegel to its board of directors.

Kal Krishnan Consulting Services, Inc., appointed Gary Gordon, PE, to associate vice president.

Kansas City Southern promoted Darin Selby to vice president energy markets and shortline partner relations.

Las Vegas Railway Express, Inc., elected John McPherson to chairman of the board and George Rebensdorf to director; former Chairman Gil Lamphere remains on the board as director.

New York City Transit named Joseph Leader acting senior vice president, Department of Subways.

Norfolk Southern named James Squires president and Cindy Earhart executive vice president administration, effective June 1; and named David Lawson vice president coal marketing, Michael McClellan vice president industrial products and Jeffrey Heller vice president intermodal and automotive marketing; Daniel Smith, senior vice president energy and properties, has elected to retire.

Parsons Brinckerhoff named Hugh Fuller senior engineer manager of its Transit and Rail Technical Excellence Center.

RailWorks Corporation named Mark Patterson president of its transit systems subsidiary L.K. Comstock National Transit, Inc., and named Nuno Pereira president of its Canadian subsidiary PNR RailWorks Inc. STV hired Aarin Silver, PE, as vice president of its Transportation and Infrastructure Division’s Western Region.

SYSTRA promoted Joseph Sais, PE, to executive vice president, engineering.

Nebraska Central Railroad Company named Tres Meyer chief operating officer.

Unity Railway Supply Co., Inc. and IRECO, LLC named Marc Trani president, succeeding Bob Grandy who retired.

Watco Mechanical Services named Mark Peterson-Overton chief operating officer; Watco Transportation Services named Anwar Aiken general manager and Nathan Champion trainmaster of the Alabama Southern Railroad; Watco Companies hired Nate Henderson as director of operations for the Central Region for its Terminal and Port Services division and named Justin Cox assistant trainmaster for the Wisconsin and Southern Railroad; Watco Western Australia Rail hired Ken Potts as vice president projects. www.rtands.com

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INDUSTRY TODAY USDOT releases more than $3.7 billion for Sandy-related repairs The U.S. Department of Transportation released an additional $3.7 billion to transit agencies in New York and New Jersey and $30.9 million to Amtrak. The funds come from the Disaster Relief Appropriations Act of 2013.

In addition to supporting ongoing post-storm recovery work, nearly one-third of the money, made available through the Federal Transit Administration’s (FTA) Emergency Relief Program, is set aside to help transit agencies begin investing in resiliency projects to help ensure that their transit assets, from trains and buses to stations and subway tunnels, are better able to withstand future disasters, such as major floods.

“We continue to work closely with the transit agencies hit hardest by Hurricane Sandy to ensure they can recover from this terrible disaster and emerge stronger than before,” said U.S. Transportation Secretary Ray LaHood. “The millions of riders in New York and New Jersey deserve a robust public transportation network that can deliver the service they depend on every day.”

Funds will be allocated to the Metropolitan Transportation Authority of New York, the New York City Department of Transportation, New Jersey Transit and

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the Port Authority of New York and New Jersey. Of the $3.7 billion in disaster relief funds, $2.4 billion is allocated for recovery and rebuilding projects, while $1.3 billion is dedicated to increasing the transit systems’ resiliency in the face of future disasters.

Before submitting grant applications for the newlyannounced funds, the transit agencies are required to develop a list of eligible projects and work with FTA to meet eligibility requirements.

“We have learned from the back-to-back impacts of Hurricanes Irene and Sandy that it is vitally important to prepare for the future,” said FTA Administrator Peter Rogoff. “Investing in the strength of the region’s transit infrastructure now will help reduce the impact of travel delays, disruptions and economic losses when the next big storm hits.”

Examples of resiliency projects may include elevating storm drains to reduce the volume of water that pours into stations below street level, installing higher capacity water pumps and installing back-up sources of power for lighting, flood pumps and other necessities. Because a significant

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por tion of the seriously-damaged transit infrastructure was already aging, FTA will fund repair and replacement projects that bring transit assets up to a state of good repair.

FTA will continue to work with the affected transit agencies and will make additional Disaster Relief Act funds available for additional recovery and resiliency projects on a competitive basis in the future.

The monies given to Amtrak are to repair damage caused along its Northeast Corridor. “ A m t r a k s e r ve s a s a c r i t i c a l transportation link throughout the Nor theast Cor r idor and we are committed to helping it rebuild from Hurricane Sandy on behalf of the thousands of riders who rely on it each day,” said LaHood. “We continue to do all we can to help make all of our storm-damaged public transportation systems whole again.”

The grant reimburses Amtrak for $20.1 million in expenses associated with pumping water from tunnels and debris removal and for immediate and on-going repairs to infrastructure. The balance of the grant money will fund repairs to the East Tunnel that connects Manhattan and Queens, the North River Tunnel that connects New Jersey and New York City and other facilities.

“The storm’s wake demonstrates the necessity to not only rebuild, but to invest in our infrastructure so we are better prepared to withstand and recover from future natural disasters,” said Federal Railroad Administrator Joseph Szabo.

Additional repairs to rail, crossties, ballast, third rail signal systems, pump stations, circuit breakers and infrastructure are still on-going and are expected to continue throughout the summer months.

Correction: In the NRC Directory within the May issue of RT&S, on page NRC 2, under 2013 Board of Directors, it reads Joe Daloisio, Railroad Constructors and should have read Joe Daloisio, Railroad Construction Co., Inc. www.rtands.com

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INDUSTRY TODAY Calculating maximum allowable curve speeds using new FRA rules

scheduled to become effective July 11, 2013

By Louis Cerny, Railway Engineering Consultant

The changes in the FRA Track Safety Standards scheduled to go into effect July 11, 2013 have a new way of calculating allowable train speeds on curves. In the present regulations, the timetable or design speeds on a curve have no effect on the allowable speeds, but they do come into play in the revised standards.

Because many freight railroad standards for curve speeds are stricter than present FRA regulations due to the economics involved in curve maintenance, the change will not have an effect in many circumstances, but it will still effect when slow orders are required by the FRA when various levels of irregularities occur.

Because of the complexities involved, it was felt that an example would be the best method of showing the differences.

The example is a 2 degree curve with a design

allowable speed for the curve.

Where the existing Vmax formula shows 3, the new formula, shown in (D) below, shows E u . For most track professionals, this is no change, because Eu will equal 3. All rolling stock is assumed by the FRA to be qualified to operate at 3 inches of unbalance (also called cant deficiency), so unless all cars of a train are qualified to operate at a cant deficiency of over 3 inches, the Vmax formula is calculated just the same as in the present regulations.

Now, however, we measure the elevation using the methods now shown in the 07/11/13 changes as footnote one. While this new method of measuring elevation differs slightly from the present standard by using 11 instead of 10 points through the 155-foot track segment, so both end points are included, many track professionals

elevation of 2 ½ inches, and a timetable speed of 60 (including some FRA inspectors) have been using the mph, which later degrades to have an elevation of only 11 point method all along, so this will not represent a 1¼ inches. change for them. Say upon measuring we find the actual elevation has degraded to only 1¼ inches, then a new Calculations using present standards footnote 2 to 213.57(b) comes into play. Working through Using the present (pre-07/11/13) standards, if we check the Vmax equation gives a MAPTOS of 55.1 mph. But the curvature and elevation using the methods shown in under the new rules we can use the new footnote 2 to find footnotes 1 and 2 in 213.57(b) and find that it matches that there is a one inch tolerance in the cant deficiency for the design, then by using the Vmax formula in 213.57(b) which equipment is qualified. as using Ea as 2.5 inches and D as 2 degrees we get Using the Vmax formula with 3 inches plus the 62.7 mph, showing the 60 mph posted speed is OK, as one inch tolerance, as shown in (D) above, gives 61.2 calculated in (A) above. mph, which allows the curve to remain at the timetable If however, at some later date we measure the operating speed of 60 mph. elevation, using the method in footnote 1 in 213.57(b), This tolerance does not apply if the curve is designed for that the elevation has degraded to only 1¼ inches, then 1¼ inches elevation, but is meant to provide a maintenance the same series of calculations in (B) indicate that the tolerance. The same applies to deviations from design allowable speed is only 55.1 mph, so a slow order would curvature, which is measured as per the new footnote 3. be needed.

It must be understood that your railroad’s instructions may be different than FRA standards, and so a change Calculations using new FRA standards in FRA standards may not necessarily mean that a slow Under the new standards, the Vmax formula gives us order does not still have to be posted on your railroad what is called the “Maximum Allowable Posted Timetable under the circumstances of this example. Be sure to Operating Speed,” (MAPTOS). check with appropriate company officers before changing As will be shown, this is not same as the maximum any procedures.

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NRC CHAIRMAN’S COLUMN

Rail conferences – past, present and future

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

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Congratulations to the American Short Line and Regional Railroad Association (ASLRRA) for 100 years of service to their members and the railroad industry. The Centennial Convention in Atlanta in late April was a huge success and a record setter for attendance and number of exhibitors. The Marriott Marquis host hotel was in great shape, it was an excellent crowd and I enjoyed seeing many familiar faces. As always, the conference was well organized – in my opinion, it’s the second best conference of the year in our industry. Hint, hint, see you in January at the NRC Conference.

A special highlight was the tribute dinner for retiring ASLRRA president Rich Timmons, which also doubled as a successful fundraiser for the worthy ASLRRA Political Action Committee.

Keith Hartwell of rail government affairs firm Chambers, Conlon, & Hartwell, LLC, provided the entertainment and speeches by him, his colleague Adam Nordstrom and Association of American Railroads (AAR) President and CEO Ed Hamberger helped provide Gen. Timmons with a fitting send-off. AAR Chairman of the Board and Union Pacific President and CEO Jack Koraleski and Federal Railroad Administration (FRA) Administrator Joe Szabo were also in attendance.

Gen. Timmons has served the ASLRRA and the rail industry well and he will be missed.

While we’re on the subject of rail industry conferences, there are four more good ones to put on your calendar before you start 2014 with the NRC in California.

T h e A m e r i c a n P u b l i c Tr a n s p o r t a t i o n Association Rail Conference is in Philadelphia, Pa., from June 2 - 5; it’s the year’s best gathering of top rail transit professionals.

T h e A m e r i c a n R a i l w a y D eve l o p m e n t Association (ARDA) has their Annual Meeting in San Francisco, Calif., also on June 2-5. ARDA is the premier professional association for railroaders interested in issues related to freight rail economic and industrial development, environmental factors, law, real estate and technology.

The huge joint AREMA/REMSA/RSI/RSSI Railway Interchange event will be September 29-October 2 in Indianapolis, Ind. If you’re reading this magazine, you really have to be at this event.

And the Railway Tie Association (RTA) will hold their 95th Annual Symposium and Technical Conference in Lake Tahoe, Nev., from October 9-11. The RTA Conference is always a classy event June 2013

in a wonderful location, full of high-level attendees and informative speakers.

And finally, don’t forget to save the date: The 2014 NRC Conference will be held at J.W. Marriott in Palm Desert, Calif., from Sunday, January 5, 2014, through Wednesday, January 8, 2014.

Updated information will eventually be posted on www.nrcma.org/go/conference.

The NRC was pleased to recently make contributions to support rail education programs to the University of Tennessee, Knoxville’s C e n t e r f o r Tr a n s p o r t a t i o n R e s e a r c h a n d Michigan State University’s Certificate Course in Railway Management.

The University of Tennessee, Knoxville’s Center for Transportation Research seeks to conduct a program of research in transportation that is recognized for its excellence, comprehensiveness, innovation, productivity and national leadership; develop and sustain the technical expertise of high-quality transportation research and to serve the transportation research, service and training needs of state and local government, business and industry in Tennessee, the southeast region and the nation. For more information on the University of Tennessee, Knoxville’s Center for Transportation Research, visit: http://ctr.utk.edu.

Michigan State University’s Certificate Course in Railway Management offers a comprehensive course for railroad employees to grow professionally and increase their management capabilities. The course was developed and evaluated by the Railway Management Program Staff, working closely with Class 1 and Class 2 railroad education and training directors, as well as the AAR, ASLRRA and FRA decision makers and other transportation industry leaders. For more information on Michigan State University’s Rail Transportation Program, visit: www.raileducation.com.

With support from NRC members, the NRC will plan to continue to support rail education programs throughout the country as they train the next generation of rail industry leaders.

2012 was the safest year in railroad history.

While we’re all out in the field this construction season, let’s remember to make 2013 an even safer year yet.

Work safe and keep those around you working safe.

by Terry Benton, NRC Chairman www.rtands.com

TTCI R&D Testing new weld products at the Facility for Accelerated Service Testing

by Daniel Gutscher, senior engineer and Joseph LoPresti, principal investigator, TTCI

TTCI engineers test two different weld techniques that target different industry welding challenges, welding high-strength rails and repairing railhead defects.

T

ransportation Technology Center, Inc., regularly tests new or improved r a i l we l d i n g p r o d u c t s submitted by industr y vendors at the Facility for Accelerated Service Testing (FAST), Pueblo, Colo.

Two rail weld products recently tested at FAST are the head alloyed weld from Orgo-Thermit, Inc., and the head defect repair (HDR) weld from Holland L.P. Head alloyed welds are thermite welds that have increased running surface hardness

Figure 1: Test weld locations at FAST in the High Tonnage Loop. www.rtands.com

(390 Brinell hardness) compared to standard thermite welds (320 Bhn) to better match the surface hardness of high-strength rail and maintain the toughness of a standard weld in the base. HDR welds enable the repair of railhead defects without changing the stress-free temperature of the rail.

Figure 1 shows the locations of the test welds installed in Section 3 of the High Tonnage Loop (HTL), a five-degree curve with a four-inch superelevation.

The test train at FAST operates at 40 mph, which is about six mph overbalance speed in Section 3.

Ten head alloyed welds installed at FAST in Februar y 2011 have accumulated 324 million gross tons (mgt) of heavy-axle-load (HAL) traffic with no ser vice failures in high-strength rails; they have shown a reduction in wear rate at the weld centerline of approximately 50 percent compared to standard thermite welds.

Two groups of eight HDR welds were installed at FAST in 2011. The first eight welds were made in rail plugs at the Holland L.P. facility and then installed in January 2011; they have accumulated 344 mgt with no service failures. The remaining eight welds were installed in September 2011, using a mobile head-repair welder; they have accumulated 230 mgt with three service-related failures.

Weld testing at FAST is conducted Railway Track & Structures

June 2013 15

TTCI R&D

Figure 2, Left: Longitudinal cross section of head alloyed weld showing regions with hardness of >380 Brinell (yellow) and >400 Brinell (orange).

Figure 3: Running surface profiles comparing a head alloyed weld at 90 mgt to a standard thermite weld at 72 mgt.

Indicated weld, heat-affected-zone and rail regions are approximate.

by TTCI as part of the Association of American Railroads’ Strategic Research Initiatives Program for improved rail welding and heavy-axleload implementation.

Head alloyed thermite welds

Orgo-Thermit developed the head alloyed weld to provide increased weld running surface hardness that better matches the running surface hardness in high-strength rails. The welds are identical to standard thermite welds except that alloying elements, which increase hardness and strengthen the weld metal, are added to the head of the weld when the head riser fills during the weld pour. The alloying elements are held in a small metal container that is incorporated into the bottom of a patented thermite weld diverting plug.

When the head riser fills, the hot molten steel melts the alloy container, dispersing the alloy elements into the head of the weld. Figure 2 shows a longitudinal cross section of a head-alloyed-weld with a hardness map overlay that shows hardened regions in the weld head.

In February 2011, TTCI installed 10 head alloyed welds in the high rail 16 Railway Track & Structures

June 2013

of the HTL. Seven of the welds were made of high-strength rail with an initial hardness of approximately 390 Bhn, two were made in intermediate strength rail with a hardness of 340 Bhn and one was made at the junction of the two rail grades. Note that the manufacturer does not recommend using the alloyed plugs in mixed strength or standard strength rail welding applications, but this was done to investigate how unintended application of the alloy plugs can affect weld service performance.

TTCI conducted visual inspections, hardness measurements and longitudinal profiles of all weld running surfaces.

Initial measurements were taken within four mgt of installation, and ongoing measurements were takn approximately every 25 mgt throughout the test.

Plots of the longitudinal profile recorded at the different tonnage levels were overlaid to align the rail running surf aces. This approach allowed observation of weld and heat-affected zone running surface wear and batter relative to the adjacent rail surfaces.

For the weld installed in high-strength rail, a steady wear rate was observed at the centerline of the weld running surface that was approximately 50 percent slower than observed in standard unalloyed thermite welds. Figure 3 compares an overlay for a head alloyed weld made in high-strength rail against an unalloyed weld made in the same rail. In the intermediate strength rail, the alloyed weld centerline appeared to grow over time. This was a direct result of the weld being significantly harder than

the adjacent rail. The rail experienced a higher wear rate than the harder weld.

For the weld installed at the junction of the two rail grades, the weld metal neither grew nor dipped compared to the rails (about 0.002 inch). The heataffected-zones on both sides dipped, but the weld itself saw very little wear/batter relative to the adjacent rails.

Head defect repair welds

Holland L.P. and EWI collaborated to develop an electric flash railhead repair weld that enables repair of defects in the head of the rail up to approximately four inches in length without cutting the full cross section of the rail, preserving the stress-free temperature of the rail. HDR welds can repair detail fatigue cracking, small shells and small engine burns. The HDR process consists of several steps. First, a V-cut is made in the railhead using a rail saw and specially designed jig. Figure 4 shows rail that has been prepared for HDR welding. A wedge-shaped insert is set in place and the welder head is lowered over the rail. The welding is initiated and proceeds automatically through the flash and forge processes.

The expelled metal is sheared and the welder head removed. The weld is then manually ground to match the profile of the rail.

Holland produced a series of HDR welds in its laboratory. The welds were made in short rail plugs that were then sent to TTCI for installation in the HTL. In January 2011, Holland sent a standard flash weld truck to TTCI www.rtands.com

and welded the rail plugs into strings as they were placed in track. A string containing six laboratory-HDR welds was installed in the high rail and a string containing two laboratory-HDR welds was installed in the low rail.

After the January 2011 installation, H o l l a n d t r a n s i t i o n e d t h e we l d technology from the laboratory to a mobile weld unit. Then, in September 2011, Holland sent a mobile weld truck with the prototype HDR welder head to install a series of test welds in the HTL, five in the high rail and three in the low rail.

TTCI conducted periodic measurements of longitudinal running surface profile and hardness of the test welds. Profiles were overlaid to reveal trends in running surface metal flow. For both sets of welds, metal flow and wear occurred across the entire length of the insert (i.e., between both ends of the flash weld at the running surface). After installation of the welds, the laboratory-produced weld inserts had hardness values near 410 Bhn and the mobile unit in-track weld inserts had hardness values near 360 Bhn. Correspondingly, the wear rate of the laboratory-produced welds was slower than the wear rate of the mobile unit in-track welds. Figure 5 compares overlays for a laboratory-produced weld with a mobile unit in-track weld.

None of the original laboratoryproduced welds have failed in service and have accumulated 344 mgt of traffic. Two of the mobile unit in-track welds broke in service at 94 and 188 www.rtands.com

mgt from fatigue that initiated at stress concentrators located under the railhead. At 132 mgt, ultrasonic railflaw inspection found one weld that had developed a fatigue crack, which also initiated at a stress concentrator. The stress concentrators were related to the post weld shear and grind process, which left material under the railhead.

Of the remaining mobile unit in-track welds, three were removed for nontest related reasons and two remaining mobile unit in-track welds have accumulated 231 mgt of traffic.

Conclusion

The Orgo-Ther mit head alloyed ther mite welds showed improved resistance to batter and wear compared to standard unalloyed thermite welds.

HDR welds, similar to other railhead repair weld processes, tend to be sensitive to stress concentrators under the railhead. The harder laboratory-produced welds showed a greater resistance to wear and batter compared to the mobile unit in-track HDR welds.

Future testing

Holland L.P. and EWI are making the following changes to their welding process to improve the in-track performance of the welds: • T he inserts are being machined to better match the railhead profile and the weld shear is being redesigned to better conform to the rail. The changes will result in a final weld that is more confor mal to the

Figure 4, Left: V-cut made in railhead preperation for HDR welding.

Figure 5: Running surface profiles for a labratory-produced HDR weld at 257 mgt and a mobile unit produced weld at 200 mgt. Indicated weld, insert and rail regions are approximate.

rail and will eliminate the sharp transition from rail to insert, which acted as stress concentrators and contributed to fractures observed in this test. This change will also reduce the post weld grind time.

• I nser ts are being manufactured with improved chemistry and heat treatment to produce the desired hardness for strong running surface performance and resistance to rail end batter.

• T he mobile welder head transformer is being reworked to better distribute the power to the rail and weld insert. This will result in reduced heating of the weld insert, which will improve the metallurgical integrity and final hardness.

•M odifications are being made to the welder hydraulic system to change how the wedge-shaped inserts are forged into place, resulting in reduced stresses and improved running surface.

TTCI is making plans to establish a new HDR test at FAST that will evaluate these changes. Installation of the new test welds will likely occur during summer 2013.

Railway Track & Structures

June 2013 17

Suppliers help railroads maintain smooth surfaces at grade crossings to ensure safety for all.

Annual report:

grade crossing surfaces

by Jennifer Nunez, assistant editor

American Concrete Products

American Concrete Products, which has been in business for more than 60 years, offers crossings for wood, concrete or steel ties. The company can supply for both 8-ft. 3-inch and 10-ft. steel ties. American Concrete Products also offers its customers complete ADA-compliant rubber for all types of ties on the field and gauge 18 Railway Track & Structures

June 2013

sections. An example of this can be found near the entrance to the new College World Series baseball stadium in Omaha, Neb. American Concrete Products has manufacturing plants in Nebraska and Texas with satellite operations by rail on the East and West Coasts. The company offers steel clad concrete surface crossings for any tie type or length. Customers receive a 10-year free replacement warranty, which the company says is the longest running warranty in the industry.

“The oil and intermodal industries are booming,” said Buz Hutchinson, railroad sales and service.

“Transportation of fracking materials and crude oil by rail are increasing

exponentially. Class 1s are adding to, or improving existing lines, to meet these demands.”

Century Group

Century Group, Inc., has produced precast concrete grade-crossing panels for more than 25 years and has been in business more than 65 years. The company provides personnel who travel to project sites and assist customers in the design and development of panels through “as built” measurements for that particular customer’s needs.

Centur y Group’s manuf actur ing facilities are all certified by the National Precast Concrete Association.

The company offers crossings in numerous rail sizes with features such www.rtands.com

A Century Group concrete crossing installed.

R

ailroads, motorists, bicyclists and pedestrians all cross paths at grade crossings. This is why safety is of utmost importance to railroads, suppliers and the public.

Manufacturers are offering up the most technologically advance products for a smooth and safe passage accross.

annual crossing report

Koppers’ treated full-depth panels.

as custom surfaces to match color and textured paving at passenger station platforms and sidewalks. Century Group can also provide crossties with its crossing surfaces and offers custom manufacturing for various rail configurations, such as turnouts, curves, crossovers, diamonds, wide/narrow gauge, extreme loads, pedestrian and ADA crossing applications.

“Centur y Group also has a

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June 2013

system that incorporates an interface for asphalt on the field side, while utilizing standard panels for the gauge area,” said Jerry McCombs, vice president of the Railroad Products Division.

“We continue to batch/mix all of our own concrete at our company-owned/ operated facilities, versus using readymix, combined with using grade 72 reinforcement, versus grade 60,” said McCombs. “Using 12,000-psi stronger reinforcement, combined with handson QA/QC from batching/mixing our own concrete and having certified welders, enables us to provide a highquality product to the marketplace.

Improved capacity and inventories at our manufacturing facilities allows us to continue to respond quickly to our customers’ needs.”

Hanson Pipe & Precast

“ M o s t r a i l r o a d s wa i t u n t i l t h e

crossing has failed before replacing,” said Wayne Weszka, vice president, rail products, Hanson Pipe & Precast.

“We would like to see crossings put on a schedule like railroad ties and rail to improve the transitions between the tracks and the actual road surface.”

He notes the driving factor is funding to improve the signalization areas, however, he says there needs to be more funding to improve the actual grade-crossing surface using more efficient crossings that have longer life expectancies.

“The cost to close a railroad crossing is increasing every year and it is harder to get a complete road closure; longerlife crossing surfaces would help solve this problem,” he explained.

In the future, he says he sees a need for a modular railroad crossing that can handle higher volumes and higher train speeds to keep up with today’s

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annual crossing report

higher-speed trains. The company notes that it is close to coming out with this new product.

Currently, Hanson Pipe & Precast offers its new 16-ft. by 8-ft. modular crossing and is working on a highspeed module. Hanson’s crossing products have a textured, skidresistant surface.

HiRAIL Corporation

As it pertains to high-speed rail, Walt Barr y, vice president of HiRAIL Corporation, says that he feels the goal would be to have as few grade crossings as possible.

“Where it is not feasible to eliminate or grade separate a crossing, the major modifications would be in the crossing warning devices more than the surface,” he explained.

The company now offers a rail seal product that can accommodate all types of rail fastenings and it

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American Concrete Products’ crossing panels installed.

can be installed on concrete ties, as well as timber. It is manufactured in var ying lengths so 18-inch tie spacing is not required.

HiRAIL manufactures a complete line of rubber grade-crossing surfaces including Hi-Rail, Pede-Strail and HiRAIL Rail Seal (RS). HiRAIL crossings are a g ree n prod u ct, manufactured from recycled vehicle

tires and can be recycled at the end of their useful life.

HiRAIL full-depth rubber g rade-crossing systems are said t o p r ov i d e a s m o o t h , s a f e a n d attractive crossing surface for motor vehicles. They are manuf actured t o a c c o m m o d at e m o s t c o m m o n rail sizes, rail fastenings and wood, concrete or steel ties.

Pe d e - S t r a i l i s a p e d e s t r i a n crossing surface that meets ADA requirements. It has all the features of HiRAIL full-depth rubber and comes with a raised diamond surface for pedestrian stability.

HiRAIL RS is a rubber rail seal product that works in conjunction with asphalt or poured-in-place concrete crossings and is manufactured to fit most common rail sizes on timber or concrete ties using all types of rail fastening.

Barr y says he sees the highest

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June 2013 21

annual crossing report

An Omega crossing being installed on the Los Angeles County Metropolitan Transportation Authority’s Gold Line in Azusa, Calif.

spec ifications, in cluding B NSF, Canadian National, Union Pacific and Kansas City Southern.

It also produces generic Koppers specs for full-depth crossings and panels with asphalt in the center. The company offers clients wood crossings that are solid timber panels to cover 8-ft. 6-inch, 9-ft. and 10-ft. crossties or single panels for asphalt centers.

Koppers also produces generic panels for both full-depth crossings and for crossings using asphalt centers. demand from the Class 1s.

“Most likely because they have the greatest number of crossings; we also see a large demand from transit and commuter rail systems.”

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June 2013

Koppers

Koppers states that business has been stable for several year s.

T h e c o m p a ny o f f e r s f u l l - d e p t h timber crossings meeting Class 1

KSA

Scott Craig, general manager of KSA, says 2012 was one of the company’s best years ever and is expecting 2013 to be ver y similar

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annual crossing report

LT Resources’ EnduranceXL Crossings supplied for the CSX Intermodal Terminal in Worcester, Mass.

or slightly better. He says the Class 1s continue to be steady, but sees a slight upward trend with transits and with industrial applications.

KSA is a PCI and AAR M-1003 cer tified f acility located i n S c i o t ov i l l e , O h i o, w h i c h h a s been in operation since 1992.

The KSA concrete grade-crossing design is a full-width, full-depth s y s t e m t h at a c c o m m o d at e s r a i l sizes from 112-lb. to 141-lb. rail.

Its panels are designed for both timber and concrete crossties and are manufactured with a heavy steel angle frame, high-strength 7,000psi concrete and come with attached r ubber flangeway, bear ing pads, deflectors and lag screws.

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LT Resources

LT Resources’ ENDURANCE-XL PLUS design crossing, which is a 136-lb. mainline crossing surface, is scheduled for full-scale production late summer 2013.

The solid panel design includes skid-resistant surface and extends the composite material into the flangeway to provide a more cost-effective product, says Linda Thomas, president of the company. Lifting devices are

Railway Track & Structures

June 2013 23

annual crossing report

OMNI crossing on the South Shore Railroad in Gary, Ind.

included to assure efficient installation and easy removal for track maintenance.

Recently, LT Resources supplied approximately 1,900 track feet of ENDURANCE-XL Composite Crossings, which were manufactured using a proprietary engineered recycled plastics formulation for the CSX Intermodal Terminal in Worcester, Mass. More than 700 bales of plastic waste, or approximately 233 metric tons of plastic materials, were recycled on this project, rather than disposing of the waste material in landfills.

Omega

“Crossing business is off to a very good start this year,” said Mark Mottola, national sales manager at Omega Industries, Inc. “We ended 2012 with our busiest year to date and expect 2013 to be even better. Class 1 railroad orders from BNSF, Union Pacific and Canadian Pacific, along with Amtrak and a host of large transit projects, are pushing sales higher each year.”

As a result, Omega is in the process of updating its four manufacturing facilities to keep up with crossingpanel demand. The goal is to have annual production capacity of 150,000 track feet (28 miles) of precast panels by the end of this year.

As concrete technology continues to evolve, Omega is constantly keeping an eye on new materials and techniques to help build a better product. The company is now using fiber reinforced concrete in all of its panels.

Not as an alternative to rebar reinforcement, but in addition to traditional reinforcing methods.

“The fiber improves panel durability, impact and abrasion resistance and reduces damage from freeze/ 24 Railway Track & Structures

June 2013

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annual crossing report

thaw,” Mottola noted. “This adds a little to upfront material costs, but helps offset the higher cost of having to prematurely replace a crossing.”

In addition to manufacturing and supplying crossing panels, Omega says it has been taking a more active role in crossing design.

“Many customers have come to rely on us to help field measure and design their more difficult crossing projects,” he explained. “There are many techniques we are able to recommend that will increase crossing longevity.”

OMNI

OMNI Rail Products, Inc., offers full-depth heavy-duty virgin rubber, Rubber Rail Seal, TraCast Concrete “tub-style”, bolt-on r ubber for concrete panel crossings and standard concrete crossings.

Bob Cigrang, vice president of sales and marketing , says he has noticed a trend in specialized rubber

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blends for flange areas and that transits are driving the most demand.

However, he notes that budgets seem to have decreased this year since many cities are struggling financially.

As high-speed rail gains interest year-to-year, Cigrang says the company is currently working on quotes for various projects.

Polycorp Ltd.

Polycorp Ltd. has developed a new Removable Railseal crossing system for use in concrete road surfaces and highwear areas.

“The system allows the rubber railseal to be removed, repairs to be made and the r ubber reinser ted in a fraction of the time it takes for traditional repair work,” said Brad Bedford, technical sales coordinator.

“This new design allows for overnight rail and fastener repairs to be made without costly detours and rush hour road closures.”

Polycorp manufactures products for ever y type of surface, rail size and track construction, including traditional railseal to precast concrete panels.

The rise in transit expansion has led Polycorp to develop a complete line of rail and special trackwork isolation products. The company’s patentpending TrackJacket Encapsulation System allows for stray current and vibration mitigation throughout the whole rail network.

“The rise in fuel costs throughout the world is taking people off the roads and onto the rails,” Bedford noted. “This has resulted in an allt i m e h i g h i n t r a n s i t r i d e r s h i p.

This increased ridership has seen the payback shor tened for transit expansion in major city center s, leading to immediate launches of shovel-ready projects. Many of these expansion projects are utilizing Polycor p’s line of electr ical and

Railway Track & Structures

June 2013 25

annual crossing report

vibration isolating Epflex railboot, Rail Seal and TrackJacket products to improve their system’s performance and reduce future maintenance.”

The intricate track construction of high-speed rail requires a number of elastomeric products be used in the track structure, Bedford says and noted

that these products facilitate vibration dampening inside the train, as well as the surrounding areas. Because of this, Polycorp has refined its line of elastomeric track products for supply.

Stella-Jones

Stella-Jones Corporation now offers a

S olid Fu ll- Width Tim b er Pan el Crossing for 10-ft. crossties, along with the traditional sized panels for 8-ft., 6-inch and 9-ft. crossties.

Another new feature for StellaJones crossings includes dap(s) that will accommodate MSR or Pandrol plates with E-clips. Additionally, the company can manufacture crossing panels for tur nouts, if detailed drawings are provided.

The company has three basic styles of crossing surfaces: The Full-Width/ Full-Depth Panel style for 8-ft. 6-inch, 9-ft. and 10-ft. crossties, which cover the entire crosstie; the Standard Timber and Asphalt style with two 10-inch field side timbers doweled together and one 10-inch gauge side of the rail timbers and the Single/ Single style crossing with a 10-inch gauge side timber and a 10-inch field side timber.

“It appears that more customers are coming back to the timber crossings,” noted Jim Jordie, reg ional sales manager. “I believe it may be due to the fact that we have not seen huge increases in the cost of crossing timbers and therefore, they remain a good value for the dollars invested.”

TRANSPO INDUSTRIES

“ O u r n e w p e d e s t r i a n f e at u r e s , COLOR-SAFE ® and STEP-SAFE ®, work as an integrated safety system with our BODAN® Grade Crossing,” explained Karen Dinitz, marketing and communications director for TRANSPO INDUSTRIES. BODAN uses a br idge design concept where the vehicle axle loads are transferred directly to the rails.

Panel tests show they are capable of withstanding loads in excess of 44,000 lbs. Its welded steel cage reinforcements support HS 25 traffic loads and the high-friction granular surfacing material provides a skidresistant surface. BODAN’s precast polymer concrete is imper vious to salt, diesel fuel and moisture and offers optional surface-mounted LED warning lights, she notes.

Dinitz says there is a new focus on pedestrian and bicycle safety and because of this, the use of color pavement on and through the crossing is commanding new interest.

26 Railway Track & Structures

June 2013

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

Grade-crossing surfaces

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

Phone: 800-453-8812.

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

28 Railway Track & Structures

American Concrete Products— Manufactures the UP/BNSF concrete crossing panels in accordance with the AAR-M1003 quality standards.

Its in-house developed concrete mix is designed to resist alkali-reactivity, protect from rapid freezing and thawing, while maintaining compressive strengths well above the minimum 6,000-psi. Services include field measuring and engineering to meet any curve, turnout or special crossing requirement. The company prides itself in providing innovative, cost-effective solutions. Phone: 402-331-5775.

Century Group Inc.—State-of-theart, full-depth concrete grade-crossing panels install directly on crossties, requiring no shims or headers. Crossings are manufactured to custom fit curves, turnouts, cross­overs, concrete and steel ties and special flangeways.

Crossings are manufactured to accommodate any size rail and are designed to be economical and durable. Phone: 800-527-5232.

Century Group Inc.—Custom-built, full-depth concrete grade crossings fit any curve up to 20+ degrees. Century’s experienced field representatives are available to field measure curved grade crossings and design custom-built panels to fit into the curve. Panels butt up to one another without the use of filler plates to June 2013

Guide

eliminate gaps between panels. Century Precast offers on-site assistance for tie layout and panel installation.

Phone: 800-527-5232.

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

Phone: 800-527-5232.

Century Group Inc.—Custom crossing panels, from devil strip panels to diamond crossings, can be manufactured to meet project requirements.

Century provides job-site consultation, cost analysis, design layout and installation assistance on all of its projects.

Phone: 800-527-5232.

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

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

Phone: 800-527-5232.

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

Century Group Inc.—Custom de­signed full-depth concrete ped­ es­trian crossings that meet ADA specifications. Century manufactures pedestrian crossing with custom surfaces and colors to match existing pavements. Century pedestrian crossings are manufactured to be installed on steel, wood or concrete ties. Phone: 800-527-5232.

Century Group Inc.—Lagless steelclad full-depth precast reinforced concrete grade-crossing panels. Can be used on wood, concrete or steel ties. Panels are available for tangent or curves, vehicular or pedestrian applications. They are manufactured to ac­com­­­modate a variety of rail sizes www.rtands.com

Equipment & Materials Guide

and fasteners. Custom sizes and shapes are available for custom applications. Phone: 800-527-5232.

ESCO Equipment Service Co.—Jumbo Tie Caddy, Model JTC-101, is designed to place and remove double-plank crossing timbers, help eliminate back injuries associated with manual handling of crossing timbers. With a 19-in. opening, this device can double as a bridge-timber-handling device. Weight 30 lbs. Phone: 847-758-9860.

ESCO Equipment Service Co.— Insulated Joint Sling, Model IJS-501, designed to safely handle and position insulated joint plugs without damage to the insulated joint. Rated capacity of 4,000 lbs. Weight 34 lbs. Phone: 847758-9860.

ESCO Equipment Service Co.—ESCO Equipment offers a complete line of hydraulic tools designed to remove and install grade-crossing material. Powered by a portable power unit, boom truck or back hoe with optional tool circuit. Phone: 847-758-9860.

FITE Corp.—Full-depth steel and concrete grade-crossing panels can be installed on concrete or wood ties. Easy installation and removal for track maintenance. Phone: 888-FITE-CORP.

ing surface for motor vehicles. Hi-Rail crossings are easily removed and reinstalled when track maintenance is required and are resistant to a wide variety of chemicals including road salt.

The tongue and groove design provides a water tight seal between each pad and the pads are molded to fit the rail, keeping water and debris out of the track while protecting the rail. HiRail Crossings come in both lagged and lagless styles. The lagless style lessens cross tie degradation as well as allowing for installation on concrete ties. The 100% rubber composition helps eliminate false shunting of track circuits and dampens the forces of vehicles over the crossing. Each crossing pad is composed of recycled tire rubber which is fully encased in virgin rubber making it an environmentally friendly product which can be recycled at the end of its useful life. Phone: 800-274-7245.

Koppers Inc.—Koppers produces creosote treated full depth timber crossings for the Class I, Shortline Railroads and Industrial accounts. We also produce gage and field flangway panels specifically for use with asphalt or concrete.

Panels are produced from oak and hardwoods and treated to 7 or 8 pound retention, determined by the specification. Phone: 888-567-8437.

HiRAIL Corp.—Pede-Strail is a fulldepth rubber walkway system for use at pedestrian railroad crossings. Pede-Strail’s rais­ed diamond pattern provides a smooth, slipresistant crossing surface for ped­ es­­trians, bicyclists and handi­capp­ed individuals. Pede-Strail meets ADA re­quire­ments. Phone: 800-274-7245.

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

HiRAIL Corp.—Hi-Rail Full Depth Rubber grade crossing systems provide a smooth, safe and attractive cross-

LT Resources, Inc.—ENDURANCE® -XL Plus Highway-Rail Grade Crossings are manufactured using an engineered

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100% recycled plastics formulation.

Also recyclable. New “Plus” design accommodates mainline rail profiles and all types of fastening systems.

Durable, long-lasting, superior grade crossing product with an improved skid resistant surface designed for all types of traffic conditions. Non-conductive, impervious to moisture, harsh elements and severe temperatures.

Includes installation hardware and on-site technical support. Pre-bored and countersunk, or drill in the field.

Includes lifting devices and built-in composite flangeway filler. Extend the life of Endurance®-XL Plus or standard Endurance® -XL Highway-Rail Grade Crossings with composite railroad ties to meet AREMA standards. Available as a complete package. Best value for your construction and maintenance dollar. Phone: 800-440-1517.

Magnum Manufacturing Corp.—Insulated concrete grade crossings are constructed to prevent electrical current from passing from one rail to another rail. This insulation, when used in conjunction with a rubber flangeway filler, provides maximum protection to prevent shunting. Phone: 801-785-9700.

Magnum Manufacturing Corp.— Pedestrian Walkovers fully engineered, in-plant, prefabricated modular steel construction. Phone: 801-785-9700.

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

Omega Industries, Inc.—Omega manufactures a high-quality Concrete Grade-Crossing System with an innovative attached rubber flangeway

design. Serving main line railroads, shortline railroads, transit, industry, and port authorities, Omega has established a reputation for quality, delivery, and service. Products in­clude: The BNSF / UPRR Common Standard Lag-Down Panel, Non-Lag Concrete Crossing Panels, Custom Curved Panels, Custom Turnout Panels, DF Track Crossing Panels, ADA-approved Pedestrian Crossing Panels, Steel Switch Point Covers, Steel Switch Plates, Steel Track Boxes, and Spreader Bars. Omega manufacturing plants are conveniently located in Washington, California, Nebraska, and Texas.

Phone: 360-694-3221.

OMNI Products, Inc.—OMNI’s Heavy Duty rubber grade-crossing system is the only full-depth rubber crossing made from 100% virgin rubber. The durable Heavy Duty system is de­signed to withstand repeated punishment of high-speed, high-average-daily-traffic volumes. This prod­uct’s durability, long life and low main­tenance requirements make it ideal for most applications.

Heavy Duty can accommodate rail sizes ranging from 90 lbs to 141 lbs. Custom panels can be made for curves up to 16 degrees. Phone: 815-344-3100.

OMNI Products, Inc.—The OMNI Steel Reinforced system is the only steel-reinforced rubber crossing product available. This system incorporates 100% virgin rubber panels reinforced with corrugated steel plate and installed on longitudinal, pressure-treated, hardwood shims.

This durable product has been shown

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June 2013 29

Grade-crossing surfaces to withstand the impacts associated with high-ADT applications. It can also accommodate concentrated loads, such as lift trucks. While Steel Reinforced is the logical choice for industrial applications, it is also used on major highway crossings with high ADT and a high percentage of truck traffic. Steel Reinforced can accommodate rail sections from #20 up to #141. Custom panels can be made for curves up to 25 degrees.

Phone: 815-344-3100.

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

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

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

Phone: 815-344-3100.

OMNI Products, Inc.—Embedded Concrete Rubber/RailGuard™. ECR/ VRA is a unique combination concrete/rubber utilizing OMNI’s patented Embedded Concrete Rubber for gauge portion of the crossing and virgin rubber RailGuard panels for field portions.

This system, which can be installed on timber or concrete ties, is ideal for use with 8-ft, 6-in. timber ties. Other combinations, such as ECR/ Heavy Duty, are available. Phone: 815-344-3100.

OMNI Products, Inc.—Improved Concrete/RailGuard™ (IC/VRA). The IC/ 30 Railway Track & Structures

OMNI Products, Inc.—Embedded Concrete Rubber is the latest generation of OMNI’s patented single-component concrete/rubber design. ECR is designed with a rubber flangeway filler molded di­rect­ly into the face of the steel-framed, steel-reinforced, concrete panels. This shunt-resistant system eliminates hand­l­ing separate concrete and rubber com­pon­ents during shipping and facilitates ease of installation.

ECR comes in 8-ft, 8-ft, 1-1/2-in., 9-in. and 10-ft lengths, and can be installed on either concrete or timber ties. This system is used on all major railroads; com­mu­ ­ter, transit, shortline and regional rail­road lines, as well as in ports, yards and terminals. Custom panels can be made for special trackwork and curves up to 25 degrees. Phone: 815344-3100.

OMNI Products, Inc.—OMNI’s TraCast™ precast concrete module eliminates the use of ties and ballast.

June 2013

This tie-less system incorporates elastic fasteners to secure the rail to the base of the rail troughs and maintain a consist­ent toe load. A continuous protective rubber rail boot insulates the rail from electrical interference.

RailGuard™ virgin rubber panels are installed on the gauge side of the rail to effectively cover the rail fasteners, while maintaining a consistent, positive flangeway. The stand-alone RailGuard™ rubber panels can be easily removed with a lining bar, eliminating the need for heavy equipment, for rail inspection and repair. Widely used in industrial applications, TraCast™ is also used on high-ADT highway crossings, as well as on transit, branchline, port and terminal applications. TraCast™ is available in 6-ft lengths with 45-degree tapered ends. Custom panels are available for curved track up to 16 degrees. Phone: 815-344-3100.

Premier Concrete Railroad Cros­s­ ings—Rail/Highway Bridge Modular System. Custom designed to incorporate Pre­mier’s tie-less modular features, this sys­tem meets Coopers E-80 railroad load­ing specifications, as well as H-20 high­way loadings for all forms of vehicular traffic. “The Bridge” replaces normal bridge decking materials and track support, with the concrete modular system offering complete rail isolation, re­sis­t­ance to invasive road salt (chloride) attack, while ensuring long-term, low-maintenance service. “The Bridge” can be modified to meet rail and highway appli­cations.

Phone: 503-285-8391.

Premier Concrete Railroad Cross­ ings—Modular Tieless Crossing System for freight. This design is suited for use in extreme loading, high average daily traffic and curved-track situations. The modular system is de­signed to eliminate the installation and maintenance costs associated with ties, ballast and rail fasteners. Phone: 503285-8391.

Premier Concrete Railroad Cross­ ings—Modular Tieless Crossing System for transit. This design is specifically designed for light rail transit use. With the use of a continuous rail boot, the

Premier LRT Modular System provides complete rail isolation for track electrification. The Premier Continuous Rail Boot provides a quiet, shunt-free crossing surface. Premier Modular is designed to eliminate the installation and maintenance costs associated with ties, ballast, and rail fasteners. This three-piece system consists of a base unit, and two center panels. The base unit sits on a highway-style road base and evenly distributes the load over a large footprint. Rail sits in the base unit and is locked in place with two removable center panels. The base units and center panels are cast to match the rail profile, and act as a continuous rail support. An optional rubber insert is easily installed to reduce the flangeway opening to meet ADA requirements.

Modules are available for 100-lb to 140-lb rail, in lengths of 4 ft and 8 ft.

Tapered modules are available in 4-ft lengths and can be used in curved track up to 30 degrees. Modules are manufactured with a non-conductive, salt (chloride)-resistant concrete mix. All Premier modules come standard with a non-skid diamond plate surface. Phone: 503-285-8391.

R­ ail-Way, Inc.—Supplies full-depthrubber grade-crossing systems in stan­ d­­­­ard 36-in. modules for both tangent and curved track up to 22 degrees.

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

Rail-Way, Inc.—Manufactures a concrete grade-crossing system with www.rtands.com

Equipment & Materials Guide pre-attached flangeway filler that facilitates ease of installation and removal for track maintenance. The shunt-resistant steel frame surrounding the concrete panel is powder coated to give maximum protection from the elements. The panels feature 7,000 psi and are available for rail sizes from 115 lbs. to 140 lbs. Engineered in accord­ance with AASHTO HS20-44 loading specifications. Each panel has a non-skid surface and protection from freeze/thaw cycles. Phone: 563-852-7794.

StarTrack Railroad Crossings—The StarTrack II modular precast-concrete platform grade-crossing system uses no ties and is set on a prepared subgrade to form a self-supporting slab system free of vertical or lateral movement. Rail lays on UHMW polyethylene strips, which cushion impact loadings and protect the underlying concrete surface from abrasion. This new design incorporates one-piece construction with Pandrol fasteners for ease of installation and easy access to rail without disturbing the crossing. Each panel is cast of 6,000-psi concrete and is 14 ins. thick by 8 ft wide by 5 ft (or 7 ft, 6 ins. and 17 ft, 6 ins.) along the track. StarTrack panels are precast at regional Oldcastle plants to facilitate delivery, quality and professional supervision. Phone: 888-965-3227.

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

StarTrack Railroad Crossings—StarTrack II-TS is an all-new Transit Light www.rtands.com

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

Steel Crossings, Inc.—SCI manufactures heavy-duty, diamond-plate, custom-designed steel railroad crossings for heavy crossing areas. Steel crossings are easily installed, easy to maintain, and ideal for severe weather conditions, with no tearing, chipping, splintering or cracking. Phone: 412-820-7030.

Stella-Jones Corp.—Durable oak timbers are used to manufacture the solid Full Panel crossing. The field panels are 20 inches wide, consisting of two 10 inch timbers with a notch on the top side of the field panels to prevent false flange damage to the panels. The (2) gauge panels are 25 ½” wide and the panel consists of three 8 ½” wide timbers. Both field and gauge panels are doweled together and can be prebored with countersunk holes for drive spikes or lag screws. Gauge panels can be shipped with pre-attached timber flangeway filler blocks. The end panels can be beveled to help prevent damage. Panels can be made to accommodate almost any tie plate and hardware. Timber & Asphalt Type crossings are also available - The Single Gauge/ Single Field or Single Gauge/Double Field Type. Phone: 800-272-8437.

TRANSPO ® INDUSTRIES, Inc.— Bodan ® grade crossing system, designed for heavy-traffic, supports HS 25 traffic loads. Modular panels remove and reinstall easily for routine track maintenance. The skid and wear resistant surface is impervious to die-

sel fuel, salt and moisture. Optional safety features include surface mounted LED warning lights and color pavements. Phone: 800-321-7870.

separate timers with different voltages and time ranges. It features a wide voltage and selectable time range. Input operating range is +8V d.c. to +35V d.c. Vital Time delays one second to 19 minutes, 59 seconds may be configured in one-second increments. Time-delay accuracy is +0.1% of the thumbwheel setting. Vitality is ensured through the use of Safety Assurance Logic Software. Phone: 800-717-4477.

TRANSPO® INDUSTRIES, Inc.—STEPSAFE® ADA tiles have been used for ramps, crosswalks, and train station platforms since 1993. We proudly introduce STEP-SAFE® surface applied mats. No bolts are required making installation fast and easy.

STEP-SAFE® has a proven record of strong resistance to the effects of wear, weather and other environmental conditions. Phone: 800-321-7870.

ALSTOM—New and improved AURORA™ LED Signal offering. ALSTOM is continuously improving its offering to meet our customers’ changing needs and to take advantage of evolving technologies, as they become available. ALSTOM has recently introduced two 12-in. and one 8-in. AURORA retrofit kits for the highway crossing signals: the AURORA 300 and the AURORA 160. The new AURORA 300 signal (300 LEDs) provides superior light output.

With 1,600 candela on axis, it is the brightest LED signal in the market today. The new AURORA 160 signal (160 LEDs) offers not only improved brightness but is also the most-costeffective signal. Both signals feature regulated light output and come in completely sealed enclosures. Phone: 800-717-4477.

TRANSPO ® INDUSTRIES, Inc.— Color-Safe™ can be used to demarcate and increase visibility of Grade Crossings. Color-Safe is the long lasting solution to color pavement marking increasing safety for pedestrians and bicyclists. Color-Safe’s durable high definition color is UV and wear resistant and glass beads can be added to further increase retro-reflectivity. Phone: 800-321-7870.

Communications and signaling equipment and warning devices ALSTOM—The Microchron Vital Timer eliminates the need to stock

ALSTOM—ALSTOM’s new AURORA Gate Arm Light also benefits from the new LEDs and is three times brighter than the previous generation. With its 36 ultra bright LEDs per unit, it is actu­ally the brightest LED gate-arm light with the widest viewing angle (30-degree) available in the market to­day. It exceeds the AREMA-recommended 70-degree beam spread and is com­p­a­t­­i ble with all suppliers’ highway crossing products. Tested over 200,000 op­er­ations, it has not had one single LED fail­­ure. The new AURORA Gate Arm Light is also available as a kit, which contains every­thing for a quick and easy one-man, one-tool, 10-mi­n ute installation. Plus, its unique de­sign utilizing plug-in quick connectors and coil cord allows for an easy position­ing of the lights on

Railway Track & Structures

June 2013 31

Communications and signaling equipment and warning devices the gate arm. Just plug and connect.

Phone: 800-717-4477.

American Concrete Products— Since 1952, American Concrete Products has been manufacturing precast signal foundations. Its signal foundations are manufactured in accordance with AREMA design standards. With its sizeable inventory, the company offers 15 of the most common signal foundations, in addition to several unique ones with custom bolt patterns.

Whether its signal, wayside, flashing or cantilever foundations, the experienced sales and engineering team can help determine the best products to meet its clients’ project needs. Phone: 402-331-5775.

Ansaldo STS—Ansaldo STS offers a full line of aluminum cantilevers in lengths from 20 to 40 ft. These cantilevers, designed to meet or exceed all AAR and other industry specifications, are maintenance-friendly and offer ease of installation. Both mast designs will mount on a four-bolt foundation. Phone: 412-688-2400.

32 Railway Track & Structures

Ansaldo STS—The HC-20 LED light is a 12-in. highway-crossing signal that features a light emitting di­ode module en­closed in a cast aluminum, water-tight case e­q uipp­e d with side-view ports. De­signed to main­tain sufficient light out­p ut even if discrete LED fail­ure should occur, the LED module is brighter than con­­v en­t ional incandescent lamps and consumes a­p­prox­imately 30% less power. The HC-120 LED signal light meets AAR and AASHTO stand­­ards and ha­s an estimated operating life of 100,000 hours. The HC-120LED can replace exist­­­i ng light units that have 30-degree/15de­gree, 20-de­gr­e­e­/ ­32-degree and 70-degree/0-de­g ree spread and de­flec­tion patterns. Phone: 412688-2400.

Ansaldo STS—The Model 95 Gate Mechanism, meets or exceeds all AAR and other industry specifications, features an integral castaluminum housing and cover and is driven by a permanent magnet gear motor. It has a stall torque of 2,000 ft-lbs. Other features of the

June 2013

new solid-state module that drives the gate arm during the first 45 degrees of descent. The Model 95 mechanism is suitable for en­trance gates and exit gates in a quadgate system. Phone: 412-688-2400.

Model 95 include heavy-duty coil springs for vertical and horizontal damp­eners; a new solid-state motor controller includes diagnostic LEDs and test functions for confirming operation; capability of indefinite motor stall; and higherstrength gears and a maintenance switch that enables the mechanism gate arm support assembly to be rotatated to the down position via electrical power. The Model 95 gate mecha­n ism ­­ can be fitted with a pedestrian gate arm and features a

Ansaldo STS—The PN-150EVT timer is a micro­pro­­c­­­­essor-bas­ed vital time element re­lay that is a di­rect plug-in re­place­ment for the PT-55 me­chan­ ical timer. The PN-150EVT is suit­able wherever a vi­tal delay pick-up relay is needed and it can be used for time locking, loss of shunt pro­tection and delayed clear­ing of sig­nals. A printed circuit board that in­cludes the microprocessor and asso­ciated circuitry is mounted with­in a plug-in-style relay enclosure. A four-character LED display on the face of the timer indicates op­erational status. The timing interval of the PN-150EVT timer can be set anywhere between 0 and 3,599 sec­onds (0 minutes to 59 minutes, 59 seconds).

When used with the specially-de­signed adapter base, the PN-150EVT can be plugged directly into an existing PT-55 base with no wiring changes. Phone: 412-688-2400.

www.rtands.com

Equipment & Materials Guide Astro-Tek Associates—Adjunct or primary controls for public and private grade-level crossing-warning systems where loss of shunt is a problem. The warning systems use test-proven logic control and lowpower buried magnetometer sensors that provide constant warning time and data activation logging as options. Phone: 203-755-2323.

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

CTC, Inc.—U-1400 vital inductive loop processor detects equipment for yard switching and interlocking applications; detects vehicles for four quad-gate crossing systems; provides enhanced shunting for rusty rail|salted crossings. Digital technology combines standard vital monitoring techniques with self-checking for consistent, reliable detection. Technical: 12 V inputs isolated from detector; 9.5 – 18 VDC. Phone: 817-886-8230.

CTC, Inc.— The Interconnected Grade Crossing Operations Recorder (IGOR™) is the only grade-crossing www.rtands.com

be­tween the lamp and junction box.

Several mounting options are available. Phone: 847-758-9860. recorder|analyzer that incorporates video recording of train and vehicle movements at interconnected crossings. Captures user-defined states of traffic signal and crossing warning systems. Features solid-state video, up to eight HD cameras, configurable parameters, notifications and alarms. AREMA- and FRA-compliant.

Phone: 817-886-8207.

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

Energy Abosorption Systems A Trinity Industries, Inc. Company—StopGate™ vehicle arresting safety barrier gate helps prevent vehicles from entering a railroad crossing. The StopGate technology ultimately changes the function of typical railroad crossing arms from one of “warning” to positive crashworthy protection. Consists of a housing that contains components for raising and lowering gate arms, which are made up of three 19-mm-diameter energy absorbing steel cables set inside two 90-mm-diameter aluminum tubes. The tubes are connected by a series of rectangular aluminum connectors welded vertically between the upper and lower tubes. The gate arm is deployed using a vertical pivot action­– similar to a crossing warning gate– and utilizes a positive locking device at each end of the arm to secure the gate across the roadway. The locking gate at the far end of the gate arm is located in the highway medium, which helps prevent traffic from going around the gate, while the gate arm itself prevents the vehicle from going through it.

Maximum gate width is 55 feet (16.7 m), and it is accepted by FHWA as a NCHRP 350 TL-2 attenuator that can stop a 2,000 kg (4,400 lb.) pickup truck traveling at 70 km/h (44 mph). Phone: 312-467-6750.

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

ESCO Equipment Service Co.—Associated Signal Co.– The Ultra Lite gate arm light assembly is engineered to be the most-durable gate light available. Molded from impact-resistant polycarbonate material, the one-piece device is design­ed to prevent breakage

Genesis Technologies, Inc.—T-Boss 7400 ACDC Track Driver (pronounced tee-boss) provides 10 percent more output power than conventional ACDC track drivers and with the XP option, 25 percent more output. T-Boss7400 features: 12V DC input; four isolated

Genesis Technologies Inc.—Remanufacturing grade-crossing equipment.

We understand signal systems operation and how they function in the field.

We understand the critical nature of railroad signal equipment and pay attention in every aspect of our work.

We ensure our products and services meet or exceed the quality required by our customers. Phone: 918-307-0098.

AC outputs; LED status indicators for battery input and four AC track circuit outputs; efficient and cool operation; plug-in I/O connector. Three-year limited warranty. Phone: 918-307-0098

Genesis Technologies, Inc.—T-Rx 7100 Rail Shunt Augmenter System (pronounced tee-rex) helps provide reliable shunting for railroad signal systems. Features: 7.1 VDC output to track; 120 VAC or 12 VDC; system diagnostics; circuit breakers; isolated inputs and outputs; system check output; automatic switchover to DC; surge protection; plug-in style connectors; wall or rack mount; three-year limited warranty. Phone: 918-307-0098.

GE Transportation Rail—The SCX-1 (Solid State Crossing Controller) is a fully-programmable, microprocessorbas­ed, AC/DC track circuit system de­sign­ed for railroad-crossing control. The system provides reliable shunting in rusty rail conditions. It requires minimal wiring to implement and a stand­ard crossing application program (STDXING) is included.

Phone: 800-825-7090.

GE Transportation Rail—The HXP-3 (Highway Crossing Processor) series of constant warning time crossingcontrol units is designed to provide consistent detection times with varying train speeds. Fashioned to interface ad­vanced mi­cro­processor technology with long-term reliability, ease of maintenance and design flexibility.

Railway Track & Structures

June 2013 33

Communications and signaling equipment and warning devices ble-ribbed aluminum. These include one- and two-sided engineering and high-intensity grade models in both materials. Phone: 812-474-4256.

It is available in two mo­dels: HXP-3 provides stand-alone operations for single- or double-track applications; HXP-3R2 provides built-in redundancy for single- or double-track applications.

Phone: 800-825-7090.

or fallback modes of operation. GE has developed a standard configuration using a combination of ElectroLogIXS modules, along with a master program that enables users to select the operating characteristics particular to their application. Phone: 800-825-7090.

GE Transportation Rail—HXP/PMD-3 (Highway Crossing Processor/ Phase Motion Detector) is an entry-level predictor with enhanced software allowing the user to switch to the predictor func­tion simply by selecting the constant-warning option on the menu. The unit is available in three models. HXP/ PMD-3D offers stand-alone operation for double-track applications. HXPPMD-3R2 provides built-in redundancy for single-track applications. HXP/PMD -3R2 provides built-in redundancy for single- or double-track applications.

Phone: 800-825-7090.

GE Transportation Rail—The GE onetrack, redundant motion detector utilizes ElectroLogIXS modules to provide redundant train detection along with vital I/O. An internal gate and lamp control module can also be installed to handle most typical installations, reducing the need for external equipment. Phone: 800-825-7090.

General Signals, Inc.—Signal lenses, roundels and reflectors. The product line also includes highway crossing bells, gate arms, gate lights, end-oftrain lights, and patented gate-keeper apparatus designed to prevent destruction of gate arms when gate crashers violate a downed crossing gate. Phone: 812-474-4256.

GE Transportation Rail—The ElectroLogIXS XP4 supports a wide range of highway- rail grade-crossing appli­ cations, incorporating constant warn­ ing time and motion detection control, crossing island train detection, vital input monitoring, vital relay drive output control and ground fault detection. Vital serial communication ports enable the ElectroLogIXS XP4 to communicate with ElectroLogISX, EC5 or VHLC systems. It can be expanded to add radio signaling capabilities or to operate remotely through a vital serial data port. Phone: 800-825-7090.

GE Transportation Rail—The GE four quadrant gate control system can operate exit gates in timed, dynamic 34 Railway Track & Structures

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

General Signals, Inc.—Crossbucks are available in fiberglass and douJune 2013

General Signals, Inc.—Gate Keeper is a patented mechanical apparatus which can be attached to any stand­ ard gate mechanism, mast-mounted or pedestal-mounted. It allows for vehicles attempting to pass through a lowered gate arm to do so without dam­age to the gate itself. Any stand­­ard fiberglass/aluminum break-away gate arm used in conjunction with the Gate Keeper will, upon contact with a vehicle, swing in a concentric motion and allow the vehicle to pass, without any damage to the gate. The gate arm will then return to its original position and lock into place. A roller-bearing arm has recently been added to the de­sign, which allows it to operate with a gate arm of up to 40 ft in length. There is a shear pin option for high-wind areas.

Phone: 812-474-4256.

General Signals, Inc.—The Survivor gate arm has an 18-ft base section that is manufactured from an 8-ft aluminum sleeve in conjunction with a 14-ft extruded Rovel plastic section that has a triangle cross section. Rovel weather­ able polymer is an engineering thermoplastic that combines weatherability, heat distortion and impact strength. If needed, a second section, up to 12 ft in length, made of pultruded fiberglass, is available. Phone: 812-474-4256.

General Signals, Inc.—Plug-In Gate Light Kit is constructed of Xenoy, with plug-in connections to the side of the Junction Box that eliminate time-consuming hand wiring. The lights can be mounted to the arm with standard mounting hardware or by utilizing the adhesive vinyl tape on the back of each Junction Box and Pig Tail cables allow for usage on gates anywhere be­tween 12 and 42 ft. Phone: 812-474-4256.

General Signals, Inc.—Gate Lights and Junction Box are available in metal and LEXAN™. Lights are available fully assembled with signal lamp installed.

Polypropylene plastic junction box features hinge lid with snap closure.

Phone: 812-474-4256.

General Signals, Inc.—Complete line of both 8- and 12-in. highway-crossing roundels. All standard lenses for ped­ es­tal, cantilever and back lights are

available for immediate shipment.

Parabolic reflectors in glass, plastic and metal are available in both 8and 12-in. sizes. The company stocks replacement reflectors for all crossing lights and signals and has a complete line of signal lenses. Inner and outer doublets are made of LEXAN™, glass and plexiglass. All standard sizes are available, including dwarf, inverted color lights and sema­phore lenses.

Phone: 812-474-4256.

General Signals, Inc.—Search-light lenses in LEXAN™, glass and plexiglass. Both flat and convex outer lenses are available to fit most manufacturers’ light units. General Signals’ inventory also includes plano magnifying compound lenses, plus 1-in. conicals and flat colored roundels. Phone: 812-474-4256.

General Signals, Inc.—Replacement lenses for most makes and models of switch lamps still in use throughout the country. Phone: 812-474-4256.

General Signals, Inc.—LEXAN™ lens protectors. All standard sizes are available. Phone: 812-474-4256.

General Signals, Inc.—Electronic Crossing Bell is a totally-electronic device. The tone of the bell has been permanently recorded onto a microchip and is then played back through an outdoor speaker. Therefore, the warning sound duplicates that of a traditional bell. No special wiring is required; the unit is connected to the same wire leads that would be used for a mechanical bell. The electronic circuit draws less than 0.15 amps, which is approximately 10% of the current draw of a typical mechanical bell. The bell is said to meet all app­li­­cable AAR recommendations and per­tinent specifications. Phone: 812-474-4256.

KYOCERA SOLAR, Inc.—Solar electric power systems for railroad installations. Complete power system for wayside signaling, including intermediate signals, 2-volt track circuits and control points. Solar power systems can also be used for hot box detectors and communication sites. Systems are provided complete with all the necessary components and documentation.

Phone: 262-279-5322.

Invensys Rail Corp.—Safetran provides a complete, pre-wired crossing www.rtands.com

Equipment & Materials Guide warning and control system, packed in a portable workshop and storage shelter. Everything needed is loaded into a shipping container and delivered directly to the crossing site. Items are packed in the order that they will be needed, eliminating unpacking and repacking. The container is weatherproof and can be locked to reduce theft and vandalism. Phone: 502-618-8800.

Invensys Rail Corp.—Walkout cantilevers are available in single- and dualmast styles to support arms ranging from 12 to 40 ft. These all-aluminum assemblies are easy to install and are available with a complete line of flashing light units, crossing signs and bells. An optional arm allows a gate mechan­ism to be mounted on the cantilever. Phone: 502-618-8800.

Invensys Rail Corp.—The S-60 En­trance and Exit Gates from Safetran are designed for full integration into crossing-control systems, including remote monitoring, testing and reporting at the field and central office levels. Gate MTTR (mean time to restore) is minimized through LED diagnostics, plug-in PCBs and use of an electric brake. The “Maintenance Switch” function will raise the heaviest counterweight stack, allowing the longest gate arms to be repaired or replaced.

Entrance and Exit gates share 90% of components to simplify maintenance and reduce spare-part inventories.

Safetran Model S-20 and S-40 gates can be upgraded to full S-60 capabilities. Phone: 502-618-8800.

Invensys Rail Corp.—Complete Flash­ ing Light Signal assemblies are available with either incandescent or LED light heads. Assemblies can in­clude ex­trud­ed aluminum crossbucks, track signs, mast, base, pinnacle, bell, either type flashing light unit, cross­ arms, backgrounds and visors. Specify front, back, left-, right-hand indication.

Sidelights in LED heads are ill­uminat­ ed direct from the main light source.

Phone: 502-618-8800.

Invensys Rail Corp.—Three mi­cro­ processor-controlled, solid-state cross­ ing controllers are offered. All are avail­­ able in 20-amp and 40-amp versions and have programmable flash rate, gate delay and Loss-Of-Shunt Timers. Lamp output is regulated which eliminates seasonal voltage adjustments. The SSCCIII PLUS model adds www.rtands.com

sel­ect­able input logic programs that eliminate relays in most applications, such as second-train-coming, directional sticks and traffic signal preemption. The SSCCIV model adds vital communica­tions for applications such as four-quadrant crossing gates.

Phone: 502-618-8800.

Invensys Rail Corp.—The Safetran Event Analyzer Recorder II, SEARII, is a flexible, cost-effective sys­tem for mon­itoring and reporting e­quipment op­eration at grade crossing, interlocking and wayside signal in­stallations.

The base unit, with 100,000 event stor­ age, can monitor most signal in­stal­la­ tions. Both I/O and event storage cap­ acity can be ex­pand­ed to monitor the most-complex in­stallations. All event stor­age has bat­tery back up. SEAR II has built-in, auto­mated testing functions and in­di­cators and re­mote com­ m­un­ i­cations and reporting links. The so­phi­sticated programming is capable of de­scribing alarm conditions, test modes, communications op­tions and con­trol func­­tions independent of the actual unit wiring. The su­pp­ orting Wayside Alarms Management Sys­tems (WAMS) office applications pro­vide the user in­ter­face for alarm ac­knowledge­ ment, in­iti­ating control func­tions and a Web in­ter­face to field lo­cations. Phone: 502-618-8800.

Invensys Rail Corp.—Safetran’s S3/ Link and new High-Speed-Link Spread Spectrum Radios are designed to provide communications over distances up to 10 miles for signaling and general-purpose data transmission. They provide a method of sending crossing re­cord­er data from crossings to central lo­cations. When used in combination with HD/Link, vital circuit information such as DAX circuits can be sent between crossings. No FCC license is required for either system and units can be arranged to form point-topoint or point-to-multi-point networks.

Phone: 502-618-8800.

Invensys Rail Corp.—GCP 4000, the first fully-integrated crossing control system, integrates five separate cross­ ing control functions into one com­pact unit that delivers the most efficient and cost-effective train detection/ crossing control system available. The system controls all warning, monitoring and reporting functions at a cross­ing and allows remote set-up, trouble-shooting, testing and report-

ing of crossing operation via multiple communications options. Ownership costs are significantly reduced through elimination of all mechanical relays in a crossing, reduction of crossing installation and set-up costs—labor and ma­terial—and reduced space requirements. The automated in­spec­­­­ tion, mon­­itoring, testing and remote reporting capabilities significantly improve crossing maintenance efficiency. Overall, the system has the potential to re­duce crossing downtime, rail and highway traffic delays and total crossing owner­ship costs. Phone: 502-618-8800.

Invensys Rail Corp.—Safetran’s standard, solid state, electronic bell is available in loud or soft tone versions for use at conventional crossings. The new E-Bell ™ electronic bell contains a circuit that monitors bell performance, allowing the E-Bell to be used in crossings equipped with the most ad­vanced moni­tor­ing/testing/re­port­ing systems. Phone: 502-618-8800.

Invensys Rail Corp.—Safetran supplies “Railroad Crossing,” “Railway Crossing,” “Stop on Red Signal,” and “Number of Tracks” signs for all types of signal applications. They are lowcost, long-lasting, lightweight, easyto-erect and maintain and corrosionresistant. The reflecting material, attached permanently to the sign face, has wide-angle reflecting qualities to make the signs visible day or night.

Phone: 502-618-8800.

Invensys Rail Corp.—The FLX-4000 LED-type flashing light head is a onepiece replacement for incandescent flashing light assemblies. The sidelight is directly illuminated by the main light source. The LEDs provide uniform light output down to four volts. Chromaticity (color) is nearly identical to incandescent flashing light and beam intensity is superior. Beam alignment is not required. Incandescent flashing lights are available in 8-3/8-in. and 12-in. diameters with a variety of lens options. Phone: 502-618-8800.

Invensys Rail Corp.—Safetran’s Gate Arm Helper Model 076575-X is an application device that allows one person to apply break-away types of gate arms in the field. It consists of an ad­justable tripod stand to support the arm while the base end is lifted into place and clamped to a conversion

bracket at right angles to the roadway.

The user then returns to the stand, lifts and rotates it to operational position. The shear pins are reapplied, the clamp removed and the job is complete. Phone: 502-618-8800.

Invensys Rail Corp.—Model 2000 Motion Sensor is available in a non-re­ dun­d­ant system and redundant config­ u­r­­ations. The non-redundant system is designed for two-track installations and provides independent programming of transmit frequencies for Track 1 and Track 2. The redundant system is de­sign­ed for use in single-track installations. The transmit frequencies for both sys­tems are field-programmable.

Both Model 2000 Mo­tion Sensors are equipped with Safe­tran’s poor-shunting detection software. Phone: 502618-8800.

Leach International Corp. —Offers hermetically-sealed electrical switching components for harsh environments. Products include solid-state power controllers, keyboards and custom-engineered relay-rail control systems, positive train separation, communications-based control systems. Phone: (33) 3 87 97 98 97.

National Railway Supply, Inc.— National Railway Supply’s introduction of the ELC Battery Charger line provides the latest in technology for battery charging with the most-wanted features at an economical price. These chargers are temperature compensated, have excellent SCR regulation and low output ripple. Models available: 12/20S, 12/20D, 12/40S, 12/40D and 12/60D. Phone: 912-920-4575.

National Railway Supply, Inc.— National Railway Supply, along with EnerSys Inc., the world’s largest manufacturer of lead-acid batteries, examined the re­quire­ments of the railroad signal and com­munications departments and de­vel­oped a smart battery solution. Thus the introduction of the Ironcald Type ELM or Exide Low Maintenance Railroad Sig­n al Battery (flooded/wet/vented, de­sign­ ed to tolerate the harsh railroad en­vi­ronment and provide longevity that can exceed conventional maintenance-free VRLA batteries when used in similar sig­nal applications with a more-econo­mi­cal price tag).

Amp hour sizes range from 80AH to 710AH. Phone: 912-920-4575.

Railway Track & Structures

June 2013 35

Communications and signaling equipment and warning devices National Railway Supply, Inc.—Distributor for EnerSys Inc., to the rail in­dustry. EnerSys Inc., (formerly Yuasa-Exide) is one of the largest bat­tery man­­ufacturers in the world, especially after completing its recent acquisitions of Hawker, Varta, Chloride, & Power­ Safe batteries. National Railway Sup­ ply, Inc., and EnerSys Inc., are now able to offer one of the largest and mostcom­plete line of batteries for every app­li­cation. Phone: 912-920-4575.

Progress Rail Services Corp.— Progress Rail Services Signal Division is a leader in signal engineering and design, rail crossing design and installation, highway and wayside structure manufacturing, train inspection and information systems and crossing event recorders. The Signal Division also provides field management and construction services for large, on-going projects.

We offer a turnkey approach, from survey to design and installation.

Progress Rail manufactures structures for automatic grade crossing warning systems, wayside signaling systems and other unique systems.

We also provide a variety of products and services for grade crossing and CTC applications. Our wire shops excel in wiring and testing signal houses to fit your design or ours. We also manufacture custom Local Control Panels (LCP) designed to site specific locations. Progress Rail’s Train Inspection and Information Systems includes bearing and wheel scanners, Dragging Equipment Detectors (DED) and High/Wide Load Detectors. We offer both rail mounted and In-Tie designs of scanners and DED. For highway crossings, our Crossguard stand-alone system monitors crossings to detect obstacles and help avoid derailments. Event Recorders monitor the performance of the crossing components to ensure proper operation and can alert a central office or maintainer when there is an issue at the crossing. For further information, visit www.Progressrail.com > Signal Products and Services, or call 800741-7112.

Quest Corporation—Patented Appollolite Locomotive Warning Light and Control Systems allow ditch lights to be used in manual or automatic, normal illumination or timed pulsing modes at railroad crossings and rights-of-way, 36 Railway Track & Structures

providing the highest level of operating safety. The Appollolite is field-proven with 12,000+ units in service and meets OEM electrical equipment and FRA requirements. Quest’s warninglight control products are used in both locomotive and transit car service.

Phone: 440-230-9400.

QWICK KURB®, INC.—Qualifies for Quiet Zone use as a median separator. Consists of 3.5-in. to 4-in.high raised separator, reboundable vertical panels with over 225 sq. ins. of reflective sheeting and reflective arcs delineating raised profile at night. Discourages driver cross-arm violations. FHWA accepted. Backed by five-year limited Road Hazard Warranty. Phone: 813645-5972.

Railroad Controls Limited—RCL is a full-service supplier of design, installation, and maintenance services for all facets of railroad wayside and highway-rail grade-crossing warning signaling. The company specializes in designing interconnect circuits for highway-rail grade-crossing warning systems and highway traffic signals.

Phone: 817-820-6300.

Railroad Controls Limited—RCL is an authorized dealer of Motorola two-way radio products and provides repair services for both radios and end-of-train devices. In addition to wayside signal systems, RCL provides PC-based central office CTC, track warrant and communication dispatch systems. Phone: 817-820-6300.

Railroad Controls Limited—RCL is the manufacturer and exclusive supplier of the AHS* Automated Horn System* and EMGS*+ Exit Gate Management System. AHS* reduces the area affected by train horn noise by 97% along rail corridors while pro­ viding a safer crossing for motorists and pedestrians. EGMS*+ is a four-quadrant gate controller complete with an internal self checking vehicle detection system. Phone: 817820-6300. * Patented + Patent Pending June 2013

Railroad Signal International— Supplier of highway grade-crossing warning systems and train-control signals. Manufacturer of complete signal system material packages, including signal houses and walkout cantilevers. Dis­­tributor of signal components, e­quip­­ment and hardware. Custom de­sign, installation and maintenance ser­­vices provided.

Phone: 800-543-2842.

Railway Equipment Co.—EZ Gate® Crossing Gate Arm systems with LED Gate Lamps and optional integrated Light-Out Detection system feature patented quick-connect lamps and modular gate arms to fit any crossing and provide safer installation for the maintainers with no drilling. Sawing, or splicing required to install, adjust the arm length, attach the lamps. Aluminum, fiberglass and combination gate arms available. Phone 763-972-2200.

Railway Equipment Co.— The Cragg Railcharger® ATC and ETC Battery Charger Lines feature built-in temperature compensation and the ETC line has an integrated voltage monitor with relay output and adds a volt meter.

Both lines may be used as power supplies, as filtering is integral. Models from 5-60 amps and from 1-42.8 volts selectable by number of cells and battery chemistry (NiCad or Lead Acid) are available. Phone 763-972-2200.

Railway Equipment Co.—The Cragg Railcharger® SM ETC150 Battery Char­ger features built-in temp­era­ture compensation, an integrated voltage monitor with relay output, volt meter and integral filtering. This model has an output of 5-10 amps, 110/124/ 132/135/141- volts DC selectable by number of cells (Lead Acid) and

include adjustable float voltage. Built on the same legendary ETC platform, these switch machine chargers are built to last. Phone 763-972-2200.

Railway Equipment Co.—The new Gate Monitor System completes the EZ Gate® Crossing Gate Arm system by providing gate position detection while in the upright or horizontal position.

A tip sensor connects directly to our quick-connect gate lamp with no additional wiring to the gate lamp. The Gate Monitor mounts inside industry standard gate mechanisms and provides contact closures for Gate Up, Gate Down, Lamps Okay. Senses upright position at all times, even when gate lamps are inactive. Phone 763-972-2200.

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

Phone 763-972-2200.

Railway Equipment Co.—RECoNET® Remote Condition Monitoring System allows secure Internet Web www.rtands.com

Equipment & Materials Guide access to remotely monitor Cragg Railchargers®, EZ Gate Arms and Lamps, Gate Monitoring Systems, Switch Machines, and Battery systems, as well as Remote Video Monitoring of grade-crossing sites with minimal data bandwidth requirements. Analog inputs allow the user to monitor incoming voltages, incoming currents, battery voltages, battery currents, battery temperatures, with notifications. Phone 763-972-2200.

S&C Distribution Co.—The Model 500 Jumper Keeper System. Maintainers won’t leave signal jumpers if they are using the in-vehicle Jumper Keeper System. The Rack Unit stores the jumpers and the Dash Unit provides the 80-dbA audible and red-light alarms when a jumper is missing (left at the crossing). System accommodates up to 30 jumpers. Phone: 708444-4908.

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

United Rentals Highway Technologies – Signs and barricades for gradecrossing reconstructions. From sign fabrication to railroad crossing closures, United Rentals offers a comprehensive line of traffic control products and services for railroad customers. All signs and barricades are NCHRP-350 accepted and meet state specifications.

Traffic control consulting services are also available. Phone: 630-932-4600. velcorp/gems®—GEMS introduces the “GOLD” series lamps, warranted for five years of continuous operation. Every lamp is tested for filament www.rtands.com

position and quality control. These lamps are in addition to the 12,000+hour RS (rough service) series lamps for signaling and safety applications.

In conjunction, GEMS has introduced GEMS sockets featuring a 10-year warranty. Phone: 904-230-2840. velcorp/gems®—Long-life, highreliability railroad lamps for gradecrossing and gate-arm lights. A voltage rating of 8.8 volts satisfies FRA 85% lighting requirements. Lamp life is up to 7,000 hours. A 12-watt lamp that is as bright as an 18-watt lamp is available. Every lamp is inspected for filament position and tested to ensure quality control. Phone: 904230-2840. velcorp/gems®—LED power-off indicator for use with the company’s Power Off Indicator housings is powered by the battery bus in the railroad bungalow and monitors the VAC input to the bungalow. Phone: 904-230-2840.

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

Western-Cullen-Hayes, Inc.—The 12-in., flashing-light, Model 985201 high­way-crossing signals have a deep-dish design, external peep sight, new roundel, aluminum-coated-plastic reflector, and new lamp bracket.

The 985-201 light uses a combination of aluminum-coated-plastic reflector and a newly-designed 30-degree x

15-degree roundel to achieve unsur­ pas­s­ed light output with a stand­ard 25-watt lamp. Even when the reflector becomes scr­at­ched and dirty, it can out-perform most available crossing signal lights. The new lamp bracket, with set screw ad­justment, permits easy fo­cusing of the bulb. Complete as­sem­blies can be ordered with allalu­m­­i­num mast, cross­buck, track sign, “stop-on-red sig­nal” sign, base, pinnacle, bell, flash­ing lights (now available with LEDs), backgrounds and light hoods. Both one- and twoway in­dication light assemblies are available, in 8-3⁄8-in.- and 12-in.diameter sizes. Other a­r­r­a­n­g­e­­­ments can be fur­nished to meet particular requirements. Side lights are provided as well. Phone: 773-254-9600.

with no moving parts. All-aluminum construction provides lightweight, maintenance-free operation. The bell operating circuit board features EP-ROM Memory, volume and impulse-per-minute rate adjust­able on circuit board, readily-accessible, separate compartment for operating circuit board, two-post terminal strip in base and can mount to 5- or 4-in. mast. Phone: 773-254-9600.

Western-Cullen-Hayes, Inc.—A complete selection of grade-crossing signs includes an extruded aluminum crossbuck, a track number identification sign and a “stop-on-red signal” sign. All are aluminum for easy maintenance. Phone: 773-254-9600.

Fillers and fasteners

Western-Cullen-Hayes, Inc.—Highway-crossing bell Model 0333 features an adjustable ringing rate, a condenser, improved intensity and a special locking feature that allows the bell cover to be secured with a stand­ ard AAR hex-nut wrench and a padlock. Both loud- and soft-tone hammers are available. All bell models are made with a cast-aluminum cover for easy access and all are adaptable to any signal, or can be mounted on the mast or wall. Also available is Model 0333-2, which operates on lowvoltage a.c. or d.c. and Model 0666, operating on 120 volt a.c. Phone: 773254-9600.

Western-Cullen-Hayes, Inc.—Model 3597 Gate Mechanism is an innovation in crossing gate mechan­ism technology, which features a new motor and electronic gate monitor along with other improvements.

The Model 3597 is protected from damage when a gate is knocked off, obstructed while powering up, pumping, or power to the mechan­ism is lost. Phone: 773-254-9600.

Western-Cullen-Hayes, Inc.— Electronic highway crossing bell features volume and impulse rate adjustability. The Model 0777-CFR incorporates a solid-state design

Western-Cullen-Hayes, Inc.—The “Gate Gard” adapter permits the gate arm to pivot with the impact of a motor vehicle and safely return to its normal horizontal pos­i­tion, even with 40-ft arms. The latch design of the “Gate Gard” reduces the violent rebound that some ordinary spring-loaded ad­apters can generate. Phone: 773-254-9600.

Crown Steel Rail Co.—The Flangemaster is designed to provide a pro­ p­­er flangeway and ensure a smooth crossing. It is a­dap­­t­­able to pav­ed and in­dus­trial areas where tracks are in­stalled. A rigid steel guard bar pro­­vides a smooth surface be­tween tracks, so that rubber-tired or steelwheel­ed vehicles can cross without jolting or un­ne­cessary bump­­ing. It is suitable for use with concrete, as­phalt or plank cross­­ings. The system is simple in design, easy to install and reduces job and maintenance costs.

Installation requires only blocks and steel guard bar. Phone: 248-593-7100.

FAB-RA-CAST®—FAB-RA-FILL­ER™ bonds completely to the rail steel and to the panel regardless of its composition and retains its elasticity permanently. Be­cause it is mixed on-site and poured in place, the material can be molded to provide a totally-flat running surface be­tween the app­roach panel and rail head.

FAB-RA-FILLER is a non-conductor, making it safe for use in signal territory to help isolate the rails. Phone: 248-354-7185.

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

Repair of bit holders at a savings of

Railway Track & Structures

June 2013 37

Fillers and fasteners

50% or more over cost of new holders. Phone: 815-459-2330.

HiRAIL Corp.—Rubber rail seal is designed to protect the rail and to provide a pre-formed flangeway through­ out the crossing surface. Fitting snugly against the rail on both gauge and field sides, it provides a buffer between the asphalt and the rail. Its rubber composition can flex with heavy rail traffic. The rubber flexes with changing temperatures and re­pels road chemicals. Phone: 800-274-7245.

International Track Systems, Inc.—ITS, Inc., Rubber Rail Seals are de­signed for easy installation and lon­ gevity. Our 70 Duro EPDM Rubber Rail Seals reduce harmful impact and vi­bra­ tion at the grade crossing and im­prove the overall quality of the cross­ing. Our FastCam Clamps are easy to in­stall and tighten in seconds. Rail Seals available in all sizes.Phone: 724-658-5970.

International Track Systems, Inc.— The Flangeway Filler Strip by ITS, Inc., eliminates the flangeway gap so industrial trucks can cross smoothly. The Flangeway Filler Strip also eliminates the safety hazard that a flangeway creates by preventing shoes, bike tires and debris from getting into the gap.

The Flangeway Filler Strip compresses under the wheels of the rail ve­hicle and rebounds when it passes. Many shapes and sizes available. Custom orders accepted. Phone: 724-658-5970.

38 Railway Track & Structures

Lewis Bolt & Nut Co.—Sealtite Dome Head Drive Spikes have a thin domeshaped head that eliminates counterboring, thus preventing excessive timber decay and rust, and reduces maintenance. Low profile adds to worker safety. The large-diameter head seals moisture away from spike shank and prevents rust, and the extra-large bear­ ing surface holds tight. In­stalled with a pneu­matic air tool or with a maul, the spikes are used to fasten high­waycrossing planks. Phone: 800-328-3480.

Lewis Bolt & Nut Co.—Speciallycoated, 5/8-in.- and 3⁄4-in.-diameter, Recessed-Head Timber Screws for crossing planks a­llow quick installation with standard tools. Pre-boring is recommended, but is not necessary, and the screws are available in various lengths with either round or square heads. Forg­ed one-piece washer­­head eliminates the need for separate washer and seals out moisture to prevent rust and wood de­cay.

Phone: 800-328-3480.

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

They are used in highway-crossing planks and other timber structures.

Phone: 800-328-3480.

Magnum Manufacturing Corp.— Rubber flange filler is a durable rubJune 2013

ber placed in the flange to prevent dirt and debris from filling the crossing.

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

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

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

Phone: 888-222-5968.

Polycorp Ltd. —ISO 9001 Registered, Epflex® Railseal Interface and Eplock II have revolutionized the asphalt crossing. Our patented Eplock II clips mean fast, safe, long-lasting crossings with increased structural integrity. Our broad product line allows for

custom solutions for embedded rail problems. Extruded from virgin materials, Epflex Railseal Interface is available in all sizes and unconditionally guaranteed. Phone: 800-265-2710.

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

Phone: 973-763-4320.

Ready Road Repair—This product is a ready-to-use asphalt paving/ patching material that is a durable, permanent and all-season asphalt that will perform equally well under wet or dry conditions.

Following application, the crossing can be opened to traffic immediately. Available in 3-1⁄2-gallon pails and 55-gallon drums. Phone: 954-321-9661.

RFR Industries, Inc.—Complete grade-crossing packages utilizing the RFR Flange Insert System or the RFR Rail Seal System. The RFR Flange Insert Sys­tem, featuring the POP-DOWN™ www.rtands.com

Equipment & Materials Guide

gauge insert, is used with full-depth con­crete panels or timber planks and is de­signed for new installations and ret­ro­fitting existing open flangeways.

The RFR Flange Insert System fits 90-lb to 136-lb RE rail sections, and flangeway openings of 2-1/2 ins., 2-3/4 ins., and 3 ins. The Rail Seal System is used with poured-in-place as­phalt or concrete, and fits 90/100-lb, 115-lb and 133/ 136-lb RE rail sections. RFR Flange­way/Rail Seal­ants are anchoradaptable, accommodate concrete- or timber-tie rail fasteners, require no special tools or equipment for installation, and no specific tie spacing for support and are connected at each joint to ensure a con­sist­ent and precise seal between the rail and crossing panels. The RFR Flange Insert System

www.rtands.com

and Rail Seal System can be produced in custom lengths up to a maximum of 40 ft, will accommodate any degree of track curvature and are maintenancefree and re­us­able. RFR Industries also designs and supplies flangeway-rail sealant for un­iq­ ue rail profile configurations and grade-crossing system applications and now carries ballast regulator broom elements. Phone: 972875-1406.

Housings, foundations

Fabricated Metals LLC—Instrument houses and cases in steel, stainless steel, aluminum, galvanized steel, Cor­ ten can be custom designed/ man­u­ fac­tured to meet customers’ needs for grade-crossing products. Stan­dard/ op­tional items include air con­ditioners,

vent fans, foundations, lighting, electrical outlets, racks, insulation. Track signs, flashing lights, miscellaneous signal grade-crossing products available. Phone: 502-363-2625.

Invensys Rail Corp.—A full line of instrument cases and houses are available to meet your needs for grade-crossing controls or any other purpose. Standard and optional items include surge panels, power wiring, ground-fault outlets, vent fans, lighting and convenience outlets, relay racks, insulation, foundations. Phone: 502-618-8800

Precision Quincy Corp.—Manufacturing lightweight concrete,

stainless steel, galvanealed steel or aluminum equipment shelters constructed for rail applications.

Standard sizes: 4’ x 4’ through 12’ x 50’. Modular designs available: up to 24’ x 50’. Options include: turnkey electrical, bullet-resistance, integrated foundation piers, powder coat paint and various aesthetic exteriors. Phone: 815-338-2675.

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

Railway Track & Structures

June 2013 39

Equipment & Materials Guide

Did we miss you?

If you have products that should be included in next year’s Grade-crossing Equipment & Materials Guide, let us know.

Provide a brief description of about 50 words, giving the important specifications, data and performance characteristics of each item you submit. Provide one selected image, either in digital or in hard copy, of one of the items. More than one may be submitted, but RT&S typically limits the number of photos appearing to one per manufacturer per category.

RT&S 2014 Grade-crossing Equipment & Materials Guide 20 South Clark Street, Suite 1910, Chicago, IL 60603 Voice: 312-683-0130 • E-mail: jnunez@sbpub.com

40 Railway Track & Structures

June 2013

www.rtands.com

Flangeway-filler material data Polycorp

HiRAIL RS

OMNI Rail-Guard VRA

Performance Polymers Inc. RAILSEAL

Epflex Railseal

Rail-Way Inc.

RFR

RFR

Flange-Insert System

Rail-Seal System

RFR X-Trac System

TRANSPO® INDUSTRIES

Virgin material

Molded, virgin rubber

Extruded, virgin rubber

Extruded, virgin rubber

Extruded, virgin rubber

Extruded, virgin material

Extruded, virgin material

Extruded, virgin material

Molded, virgin material

90” & 96”

to 16’

Optimal=8’ Range=5-16’

to 15’

to 40’

to 40’

Cut to length

Cut to length

Concrete panels

Poured-inplace concrete or asphalt

Poured-inplace con­crete, or asphalt

Asphalt, poured concrete, concrete panels, timber panels

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

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

Concrete panels or timber planks

Poured-inplace asphalt or concrete

Precast concrete panels

Precast polymer concrete panels

Sections connected

No

Yes

Yes

Yes

Yes (Clipped)

Yes

Yes

Yes

No

No

Tie spacing

All

All

18” or 24”

All

All

All

All

All

All

All

Special tools required

No

No

No

No

No

No

No

No

No

No

Retrofit to existing crossings

Yes

No

No

Yes

Yes

Yes

Yes

No

No

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Fasteners required

No

No (optional)

No

No (optional)

No (are available)

No (optional)

No

No

No

No

Usable with rail anchors

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Adaptability to various rail fasteners

Al­­­l

All

All

All

All

Yes

Yes

Yes

Yes

Yes

Century Virgin material

Type of material Lengths

8’/9’/10’ Std. up to 40’

Types of crossing surfaces to be used with

Reusable

www.rtands.com

to 20’

Railway Track & Structures

BODAN Level Crossing System

June 2013 41

Grade-crossing surface data The information on pages 42-45 provides dimensional and structural data on highway grade-crossing surface materials, along with flangeway-filler material, available nationally.

The data given are intended to help railway and highway engineers in their selection of appropriate materials for specific projects.

American Concrete Shuntless Lag/ Lagless

American Concrete Shuntless PFW - Lag/ Lagless

Century Group Inc. Concrete Lag Type

Century Group Inc. Concrete Lagless

HiRAIL Full-Depth Rubber

Koppers Standard Timber

KSA Full-Depth Reinforced Concrete

LT Resources Endurance® XL Composite Crossing

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

OMNI Steel Reinforced

8’6” w 9’0” w/c 10’0” w/c

8’6” w 9’0” w/c 10’0” w/c

8’-6”/W 9’-0”/W 10’-0”/W

9’-0”/W 10’-0”/W 10’-0”/C

8’-6”/W/C 9’-0”/W/C 10’-0”/W/C

8’0”/W 8’6”/W 9’0”/W

8’-6”/W/C 10’-0”/W 10’-0”/C

8’-6”/W/CP 9’-0”/W/CP 10’-0”W/CP

9’-0”/W 10’-0”/W

9’-0”/W/C 10’-0”/W/C 8’-3”/C

9’-0”/W/C or 10’-0”/W/C

8’-6”/W 9’-0”/W

19-1/2” or custom

19-1/2” or custom

18” or 19-1/2” 20”

18” or 20” 24”

18”

19-1/2”

19-1/2” or 24”

19-1/2”

18” or 24”

18”

Maximum length of tie plates

As required

As required

18”

16”

Any

As required

18”

Any

5/8” x12” H5

5/8” x12” H5

3/4”x12”

N/A

N/R

As specified

A/S

Size of fasteners

Type of fasteners

T/optional

T/optional

TW

N/A

N/R

D, L,T

Fasteners furnished

Yes

Yes

Yes

N/A

N/R

Additional washers necessary

N/R

N/R

No

N/A

Additional washers furnished

N/R

N/R

N/A

# fasteners per tie - maximum

6

6

# fasteners per tie - average

4

Crossing pads predrilled

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

Tie spacing

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

As required

16”

16”

As specified

3/4”x12”

N/A

3/4”x12”

5/8”x 10-1/2”

T

LW

T

N/A

T

TW

Optional

Yes

Yes

Yes

N/A

Yes

Yes

N/R

N/A

No

N/R

No

N/A

No

No

N/A

N/R

N/A

No

N/R

N/A

N/A

No

No

4

N/A

N/R

8

4

6

10

N/A

4

18

4

2

N/A

N/R

8

2

4

6

N/A

2

9

No

No

Yes

N/A

N/R

As specified

Yes

As specified

N/A

N/A

Yes

Yes

Spike holes countersunk

Yes

Yes

Yes

N/A

N/R

As specified

Yes

As specified

Yes

N/A

Yes

Yes

Spike hole plugs furnished

No

No

No

N/A

N/R

N/R

No

As required

No

N/A

No

Yes

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” 9’ 10’

9’ 10’

36”

8’-0”

8’ 1 1/2” or custom

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

8’ or 9’

36”

Length of field panels

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” w 10’ w/c custom

8’ 1 1/2” 9’ 10’

9’ 10’

36”

8’-0”

8’-0” 8’-1 1/2” 10’-0”

8’ 1 1/2” or custom

4’-12’

6’/8’/8’11/2”/9’/10’/ 12’

8’ or 9’

36”

Gauge pads # of pieces

1

1

1

1

1

2

1

2 or custom

1

1

Conc. 1 Rubber 2

1

Length of gauge panels

42 Railway Track & Structures

June 2013

8’-0” 8’-1 1/2” 12’-0” 10’-0”

www.rtands.com

N/R N/A

= Not Required = Not Applicable

D = Washer head drive spikes L = Lag screws

+ LW 1

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

If a supplier of a nationally-available crossing surface wishes to update or correct any of the data for future revisions or include a product that has been omitted, send the relevant information to: RT&S Grade Crossing Data Sheet, 20 S. Clark Street, Ste. 1910, Chicago, IL 60603. (The material included is modeled on the format originally developed

by Cliff Shoemaker, formerly Union Pacific’s director of industry and public projects, for UP’s Grade Crossing Surface Data Sheet.)

OMNI Heavy-Duty Virgin Rubber 8’-6”/W or 9’-0”/W or 10’-0”/w

18”

Polycorp Ltd. Polycorp Ltd. Concrete Full-Depth Rubber

OMNI Embedded ConcreteRubber

OMNI Tracast

9’-0”/W/C 10’-0”/W/C

N/R

8’-6”/W/C 9’-0”/W/C

9’0”/W/C 10’ 0”/W/C

N/A

18”

18” or 19 1/2”

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

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

Stella-Jones Corp.

Full-Panel Timber

StarTrack II Precast Concrete-HD

StarTrack II Precast Concrete

Steel Crossing Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

N/R

N/R

8’-6”/W/C 9’-0”/W/C

9’0”/W/C 10’ 0”/W/C

8’-6”/W 9’-0”/W 10’/W

N/R N/R

N/R N/R

8’-6”/W 9’-0”/W

8’-6” 9’-0” 10’0”

N/A

N/A

18”

18” or 19 1/2”

19-1/2”

N/A

N/A

19-1/2”

Any

16”

16”

N/A

16”

As specified

N/A

N/A

16”

As specified

As specified

N/A

N/A

16”

Any

3/4”x 7-1/2”

3/4”x 12”

3/4”

3/4”x12”

3/4”x12”

3/4”

3/4”

3/4”x12”

3/4”x12”

As specified

N/A

N/A

3/4”x12”

N/R

T

T

Bolts

T

T

Bolts

Bolts

T

T

D,L,T

Pandrol

Pandrol

T

N/R

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Optional

Yes

Yes

Yes

N/R

No

No

N/A

N/R

No

No

No

N/R

No

As specified

N/R

N/R

No

N/R

No

No

N/A

N/R

No

Y-Lock

Y-Lock

N/R

No

As specified

N/R

N/R

No

N/R

14

6

N/A

8

6

N/A

N/A

8

6

8

N/A

N/A

8

N/R

6

3

N/A

6

3

N/A

N/A

6

3

8

N/A

N/A

8

N/R

Yes

Yes

N/A

Yes

Yes

Yes

Yes

Yes

Yes

Yes

N/A

N/A

N/A

No

Yes

Yes

N/A

Yes

Yes

N/A

N/A

Yes

Yes

As specified

N/A

N/A

Yes

N/A

Yes

No

N/A

Yes

No

N/A

N/A

Yes

No

No

N/A

N/A

N/R

N/A

36”

8’ or 8’11/2” or 9’ or 10’

6’ Conc.

6’ Rubber

36”

8’-1 1/2” or 9’0”

4’ or 8’

4’ or 8’

36”

8’-1 1/2” or 9’0”

8’-1-1/2”

60”

60”/90”/210”

72-1/2”

24”

36”

8’ or 8’11/2” or 9’ or 10’

N/A

36”

8’-1 1/2” or 9’0”

4’ or 8’

4’ or 8’

36”

8’-1 1/2” or 9’0”

8’-1-1/2”

60”

60”/90”/210”

72-1/2”

24” or 48”

1

1

Conc. 1 Rubber 2

1

1

2

2

1

1

2

1

1

4

1

www.rtands.com

Railway Track & Structures

June 2013 43

Grade-crossing surface data American Concrete Shuntless Lag/ Lagless

American Concrete Shuntless PFW Lag/ Lagless

Century Group Inc. Concrete Lag Type

Century Group Inc. Concrete Lagless

HiRAIL Full-Depth Rubber

Koppers Standard Timber

KSA Full-Depth Reinforced Concrete

LT Resources Endurance® XL Composite Crossing

Omega Lag-Down

Omega Non-Lag

OMNI Improved Concrete (ConcreteRubber)

OMNI Steel Reinforced

Depth of material

Full

Full

Full

Full

Full

Full

Full

Full

Full

Full

Full

3”

Steel reinforced

Yes

Yes

Yes Grade 72

Yes Grade 72

No

No

Yes

N/A

Yes

Yes

Yes

Yes

Tongue & groove design

No

No

No

No

Yes

No

No

No

No

No

No

No

Rubber 185# 12’ Conc.

4500# 4’Conc.3400#

Weight of gauge panels

8’ 1 1/2” 3300#

8’ 1 1/2” 3300#

3300#

3300#

575#

570#

3300# 5000#

525635#

34005100#

34005100#

8’ 1 1/2” 1730#

8’ 1 1/2” 1730#

1300#

1750#

230#

462#

1750# 2500#

350425#

18002700#

18002700#

Rubber 185# 12’Conc.

2400# 9’Conc. 1800#

8’6” 130# 9’ 160#

Shims furnished

N/A

N/A

N/R

N/R

N/R

N/R

N/R

As required

N/R

N/R

N/R

Yes

Shim material

N/R

N/R

N/R

N/R

N/R

N/R

N/R

plastic/ composite

N/A

N/A

N/A

Wood

Shim fasteners furnished

N/R

N/R

N/R

N/A

N/A

N/A

N/A

As required

N/A

N/A

N/A

Yes

Bearing pads recommended

As specified

As specified

As specified

As specified

No

N/A

Yes

No

As Specified

As Specified Wood Tie, Yes Concrete Tie

Yes

No

Bearing pads furnished

Optional

Optional

Yes

Yes

No

No

Yes

No

As Specified

If specified

Yes +

N/A

Header board required

No

No

No

No

No

N/A

No

No

No

No

No

No

Type of header material

N/A

N/A

N/A

N/A

N/A

No

N/A

N/A

N/A

N/A

N/A

N/A

Header material furnished

N/A

N/A

N/A

N/A

No

N/R

No

No

N/A

N/A

N/A

N/A

Maximum curve allowable

Any

Any

20 +

20 +

20

6

6

10

630

630

16

25

Yes

Yes

Yes

Yes

No

No

No

Yes

Yes

N/A

No

No

End plates available

Yes

Yes

Yes

Yes

Yes

N/R

Yes

Yes

Yes

Yes

Yes

Yes

End plates furnished

Optional

Optional

Optional

Optional

Optional

N/A

Yes

Optional

Optional

Optional

Yes +

Yes+

Gauge flangeway type/ Flangeway opening

Rubber

Rubber

Attached Rubber

Attached Rubber

Rubber/ 2-1/2” or 3”

Timber/ 2-1/2”

Rubber 3”

Rubber/ Composite 3”

2 1/2”ADA 3” main line

2 1/2”ADA 3” main line

Rubber/ 2-3/4”

Rubber/ 2-3/4”

Yes

Yes

Yes

Yes

Yes

No

Yes

No

Yes

Yes

Yes

Yes

Weight of field panels

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

Insulation/Rail Isolation

44 Railway Track & Structures

June 2013

320#

www.rtands.com

Premier LRT Modular System

Premier Freight Modular System

Rail-Way Inc. Full-Depth Rubber

Rail-Way Inc. Concrete

Stella-Jones Corp.

Full-Depth Timber

StarTrack II Precast Concrete-HD

StarTrack II Precast Concrete

Steel Crossings Inc.

TRANSPO® INDUSTRIES BODAN Level Crossing System

Full

Full

Full

Full

Full

Full

Full (16”)

Full (14”)

Full

4”

No

Yes

Yes

Yes

No

Yes

No

Yes

Yes

Yes

Yes

No

No

No

No

No

No

No

No

No

No

No

No

9’ - 3550# 12’ - 4730# Modular

6’Conc. 7000# 6’Rubber 150#

570#

3500#

4’-1500# 8’-3000#

4’-1500# 8’-3000#

570#

3500#

700#

10,400#

5’-6370# 7’-6”-9555# 17’-6”-22000#

475#

500#

244#

9’ - 1870# 12’ - 2490#

N/A

225#

1400#

4’-3500# 8’-7000#

4’-3500# 8’-7000#

225#

1400#

500#

With gauge (one piece)

With gauge (one piece)

400#

500#

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/R

N/A

N/A

N/R

N/R

N/R

N/R

N/A

N/A

N/R

N/R

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/R

N/R

N/A

N/A

N/R

N/R

N/A

N/A

N/A

No

N/A

No

Yes

N/R

No

As specified

Yes

Yes

No

As specified

No

Yes

Yes

No

N/A

N/A

Yes +

N/A

No

Optional

Yes

Yes

No

Optional

No

Yes

Yes

No

N/A

No

No

No

No

No

N/R

N/R

No

No

N/A

No

No

No

No

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

No

No

N/A

N/A

16

25

16

221

Any

Any

Any

221

Any

30

30

Any

Any

No

Yes

No

Yes

Yes

No

No

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes+

Yes+

Yes

Yes+

Yes+

Yes+

Yes+

Yes+

Yes+

Yes

Yes

Yes

Yes

Rubber/ 2-3/4”

Rubber/ 3”

Rubber/ 2-3/4”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

Conc/ Rubber/ 2-1/2”

Conc/ Rubber/ 2-1/2”

Rubber/ 2-1/2”

Rubber/ 2-3/4”

Concrete

Concrete

As specified

Rubber

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

Yes

As specified

As specified

No

Yes

Polycorp Ltd. Polycorp Ltd. Full-Depth Concrete Rubber

OMNI Heavy-Duty Virgin Rubber

OMNI Embedded Concrete Rubber

OMNI Tracast

Full

Full

Full

Full

No

Yes

Yes

No

No

555#

N/A

No

Any

Yes

N/R

N/A

As specified

No

www.rtands.com

Railway Track & Structures

June 2013 45

analyzing rail grinding patterns Rail grinding management is an important part of a railroad’s maintenance practices, with an end goal of giving rail the longest life-cycle possible.

by Dr. Allan M. Zarembski, PE, FASME, honorary member of AREMA, research professor and director of the Railroad Engineering Program, University of Delaware and Shaodan Zhi, PhD student, Beijing Jiaotong University

A

s railroads continue to improve their rail grinding practices and take advantage of new technologies in rail profile inspection and grinding train control systems, as well as improved understanding of the wheel/ rail interface relationship, it becomes increasingly important for grinding control systems to be able to effectively analyze the performance of different grinding patterns in a real world operating setting. This has led to different efforts to model the rail grinding process, both individually, as a function of a single grinding motor on the head of the rail, and in the more complex configuration of multiple grinding motors in a range of patterns. Thus, for a 96 stone grinding train with 48 motors per rail, it is necessary to analyze the full sequence of 48 motors as each motor individually and sequentially removes metal from the rail head. Furthermore, this analysis must be sensitive to key factors, such as grinding speed and the key pattern parameters of motor angles, sequence and power. The ability to effectively perform this type analysis allows for better management of the grinding process and improved planning of grinding activities. 1, 2 Two approaches are generally available for the analysis of the metal removal on the rail head.

The first approach makes use of a “closed form� mathematical representation of the rail head, where the shape of the rail head is defined according to the design radii (per AREMA standard rail profile design drawings).

The second approach makes use of a digitized rail profile, such as taken from a modern rail profile measurement system.

In both cases, it is necessary to first define the three

Figure 1: Coordinate system for rail grinding.

46 Railway Track & Structures

June 2013

www.rtands.com

rail grinding patterns

Measurement

Curvature

Rail Side

Rail Weight

Area Removed (in^2)

Max Depth (in)

A/Stone (in2)

Q in3/min

1

2.00

2

1.00

Low

140

0.031

0.029

0.000646

5.456

High

136

0.032

0.031

0.000667

5.632

3

1.00

Low

136

4

1.00

Low

140

0.016

0.017

0.000333

2.816

0.031

0.029

0.000646

5.456

5

2.45

Low

136

0.034

0.034

0.000604

5.104

dimensional coordinate system of the grinding wheel moving along the axis of the rail head, as shown in Figure 1.

Figure 2 shows the rail cross-section (as defined by the three radii per AREMA drawings) with a grinding stone located at the motor position angle.

Assuming that the rail profile can be accurately characterized by a continuous mathematical function (an assumption that becomes more questionable as the rail wears and assumes a non-uniform profile), then the effect of a single grinding stone can be calculated as a function of the grinding angle, as shown in Figure 3.

As it has been well documented,2 the actual length of the cut (the facet width) varies directly with the angle of the grinding motors. Using a defined metal removal volume per unit of time (such as can be obtained from a laboratory grinding motor test measuring total metal removal per unit time), it is possible to calculate the associated cross sectional area of metal removal as a function of the forward speed of the grinding train. This, in turn, allows for the calculation of the depth of cut as a 48 Railway Track & Structures

June 2013

Figure 2, Bottom Left: Rail crosssection with grinding stone.

Figure 3, Top: Cutting length for grinding stones versus different angles. Figure 4: Cutting length and removal area versus different angles.

Table 1: Harsco Rail Metal Removal values; pattern 1 at eight mph.

function of the contact length (facet width) and speed of the train. Figure 4 shows the relationship between the grinding angle and contact lengths (facet width). Note, as expected, the contact length decrease as the motor angle increases. However, as the contact length decreases, there is a corresponding increase in the cutting depth to maintain a constant area of metal removal (for a fixed grinding speed).

However, as already noted, the ability to define a worn rail profile as a continuous function is difficult. A more practical approach is to use the x-y coordinate profile array developed directly from a modern rail profile measurement system, 1,2 such as shown in Figure 5 for a pre-grind and post grind rail profile.

Using these digitized profiles, it is then possible to analyze the metal removal by an individual grinding wheel using a three step iterative process as follows: •Find the peak point first (find the furthest point to this orientation line based on the motor angle). •Cutting step by step into the rail head with set grinding www.rtands.com

rail grinding patterns

Figure 5, Top Left: Pre and post grind measured rail profiles.

Figure 6a, Top Right: Grinding sequence step 1.

Figure 6b, Middle Right: Grinding sequence step 2.

Figure 6c, Bottom Right: Grinding sequnce step 3.

Figure 7 a and b: Effect of grinding motor pattern

capability (e.g. selected area increment). •Based on the first cut result, adjust the contact position of the grinding stone and begin the second iteration.

Thus the grinding process can be considered to be a series of individual cutting lines, moving into the rail head and removing the rail head area located above the cutting line. Intersecting points can be found as the cutting line “cuts� through the rail profile. The total removed area can then be calculated by accumulating all the area above the cutting line. When this area equals the metal removal area calculated for the defined grinder speed, then then calculation is complete for this grinding stone.

Note, again, the shape of the removed area will vary as a function of the shape of the rail profile, the motor angle (position of the grinding stone on the rail profile), the power setting of the motor and as well as the cutting ability of the grinding stone (volume of area removed per unit time).

50 Railway Track & Structures

June 2013

www.rtands.com

rail grinding patterns

Once the removal area reaches the defined area removal value level for this stone, the penetration analysis ends and the new “post-grind” profile is generated.

This is the case for one grinding motor (one stone). The next motor in the pattern sequence then starts to cut on the “ground” profile (as opposed to the original rail profile). The effect of this sequence is shown in Figure 7.

Thus, using a sequence of profile calculation of individual grinding stones, a full pattern grinding program can be implemented. Using the sequence of motor angles and power settings, based on the defined grinding pattern, those stones grind the rail profile one by one. The profile ground by the previous stone would be the new profile to be ground for the next one, as shown in Figure 7. This indicates that the grinding pattern effectiveness is not only determined by the cutting capabilities of individual stones, but also significantly impacted by their cutting sequences defined by the grinding pattern.

Using this approach, the effect of a full 48 motor grinding sequence was analyzed using field data obtained by a Harsco high-production 96 motor rail grinder on a Class 1 railroad.

Specific pre- and post-rail profile data was available for a range of patterns, speeds and rail conditions, as shown in Figure 5.

Given the high level of accuracy of the profile measurement system used, it was possible to calculate the change in the rail cross-section area due to the rail grinding by directly subtracting the post-grind profile from the pregrind profile. These values are presented in Table 1, as Area Removed, together with the corresponding per-motor area (A/stone) and the corresponding metal removal volume (Q in cubic inches per minute), which is calculated using the speed of the grinding train (eight mph in the case of Table 1).

As can be seen in this data sample, the calculated value for Q is consistent.

Using these Q values in the grinding model, based on the defined grinding pattern (Pattern 1), good agreement is achieved between the measured post-grind profile (blue) and the calculated post-grind profile (red) as shown in Figure 8.

It should be noted that errors associated with data collection in some of the profiles resulted in zones of missing data, such as seen in Figure 9.

By developing more sophisticated analysis and evaluation tools that allow for more accurate modeling of the grinding process, railroads can continue to improve their rail grinding practices and take further advantage of new technologies in rail profile inspection and grinding train control systems and better manage both the grinding process itself and the planning of grinding activities.

Figure 7, Top: Effect of grinding motor pattern sequence.

Figure 8, Middle: Overlay and pre- and post-grind measured and calculated profiles (11.1).

Figure 9: Points lost in post-profile.

References 1. Zarembski, A.M., “Management of Total Rail Grinding Maintenance Process,” Railway Track & Structures, June 2011.

2. Zarembski, A.M., The Art and Science of Rail Grinding, Simmons-Boardman Books, Inc., Omaha, Neb., August 2005.

52 Railway Track & Structures

June 2013

www.rtands.com

building the energy

boom

by Mischa Wanek-Libman, editor

Flexible infrastructure plans and strategic upgrades have allowed the Canadian railroads to take full advantage of the surge in energyrelated traffic.

This page, a section of track along CN’s Barron Subdivision at Weyerhaeuser, Wis., after extensive track rehabilitation work.

Opposite page, the same section of track prior to rehab efforts.

Both photos courtesy of CN.

W

hile all North American railroads have benefited from the current increase in energy business, the Canadian railroads are particularly well positioned along various North American energy plays. The network breadth of Canadian National Railway Company (CN) and Canadian Pacific (CP), coupled with both railroads’ ability to adapt their track renewal and upgrade plans to accommodate growing traffic patterns, will allow both carriers to tap into emerging markets.

CN

Meeting current traffic volume and future growth are two factors CN uses to address the maintenance needs of its rail infrastructure. The railroad includes strategic upgrades and renewals to address emerging business needs as part of its infrastructure plan.

“Take frac sand as an example,” said Mark Hallman, director–communications and public affairs. “CN has developed a highly-efficient supply chain connecting frac sand producers on its network in Wisconsin with fastgrowing oil and gas shale basins in Canada and the U.S. Frac sand is used by the oil and gas industries in the hydraulic fracturing process to hold shale fractures open and let natural gas and oil flow.

54 Railway Track & Structures

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“To expand its frac sand business, CN is upgrading two branch lines in Wisconsin that tap high-quality frac sand.

The first is the Barron Subdivision, which was transformed from an out-of-service 80-pound rail line to a fully upgraded 25 mph, 286,000-pound car capacity line in 2013. The US$35-million project covered 40 miles of track between Ladysmith and Barron, Wis. This year, CN will finish off the project with a new US$3 million wye at Ladysmith where the branch meets CN’s mainline,” said Hallman.

CN’s second project is a US$33-million upgrade of the Whitehall Subdivision, from Wisconsin Rapids to Blair, Wis. The improvements performed along the subdivision will allow CN to handle 286,000-pound loads along 74 miles by the end of 2014.

The railroad incorporates the ability to react quickly to address emerging markets and needs into its longterm infrastructure plan. According to Hallman, the infrastructure renewal and line capacity upgrades required for the efficient transportation of crude oil by rail are being incorporated with other initiatives, such as the railroad’s ongoing coal route capacity enhancement program.

This year, the railroad has several track projects planned to bolster branch lines, which have seen an increase in traffic and improve the movement of Western Canada www.rtands.com

crude oil destined for Canadian and U.S. markets.

“Some historically lower-volume branch lines are now seeing volume increases related to crude oil. This is evident in the Bakken reg ion i n s o u t h e r n S a s k at c h e wa n a n d southwestern Manitoba, with several lines being candidates for upgrading to 286,000-pound loading ,” said Hallman. “This would involve new ties, rail and surfacing renewal of the existing line, some bridge work, as well as additional infrastructure. CN has already invested in new terminal trackage for some crude transload operations run by third parties, as well as in track for sidings and support facilities.”

Hallman also says the railroad is planning to increase capacity on its busy Wainwright, Watrous and Rivers S u b d i v i s i o n s m a i n l i n e b e t we e n Edmonton, Alta., and Winnipeg , Man., to accommodate rising overall volumes of traffic, including merchandise, bulk, intermodal and crude oil traffic associated shipments.

Yard track extensions in Symington Yard (Winnipeg), Chappell Junction (Saskatoon, Sask.) and Wainwright, Alta., extended sidings on the main corridor and discrete sections of mainline double track are included in the CA$70-million (US$67.42million) project.

Additionally, CN plans CA$30million (US$29.03-million) in www.rtands.com

improvements to its Prairie North Line, which runs parallel north of the railroad’s main corridor between Edmonton and Winnipeg, principally between Saskatoon and Edmonton.

The improved line will ser ve as a “relief valve” for the main corridor, providing flexibility and resilience to the network. Work will involve increases in basic capital spending for new ties and rail, surfacing, as well as new sidings to handle increased traffic volumes.

“CN continuously monitors its infrastructure capacity across every major part of the network and will continue to make strategic investments to meet capacity demands now and in the future,” said Hallman.

CP

Energy-related traffic has shown progressive growth at Canadian Pacific with the railroad moving 500 carloads in 2009, 2,800 in 2010, 13,000 in 2011, 53,500 carloads in 2012 and 2013 on pace to move 70,000 carloads.

Most of the growth has been from the Bakken region and Western Canada and CP expects the growth in moving oil by rail to continue.

“CP continues to work with the energy industry to develop further shipping opportunities as CP has the sufficient capacity and expertise to keep up with any expanding oil production.

Our railroad has taken steps to maintain the track infrastructure Railway Track & Structures

June 2013 55

building the energy boom to ensure we remain in position to respond to the shipping requirements of customers,” said Andy Cummings, advisor, media relations at CP. In 2011 and 2012, CP invested CA$100 million (US$96.79 million) over and above its regular maintenance programs in its Bakken region network to upgrade track and rail infrastructure. This investment included upgrading rail, re-surfacing track, installing more than 17,000 ties, upgrading switches, upgrading road crossings, as well as other area improvement projects.

“Moving forward in 2013, we have announced a capital investment program of about CA$1.2 billion (US$1.16 billion), including up to CA$100 million (US$ 96.79 million) for 2014 targeted programs that have been advanced to this year. The investments mean CP’s continued enhancement of our North American network to meet growth in oil by rail and other lines of business, including

56 Railway Track & Structures

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grain and potash,” said Cummings.

CP is upgrading the signaling system along its Midwest corridor between Moose Jaw, SK and Chicago and is also expediting two key projects including work on its North Main Line, between Winnipeg and Edmonton and its U.S. Midwest Main Line. According to Cummings, the accelerated projects are focused on productivity, safety and efficiency and involve mostly track infrastructure work, including new ballast, ties and rail.

“Rail offers unique advantages of moving oil anywhere in Nor th America. The optionality that rail provides to quickly access a broad range of markets, at reasonable terms, is a good complement to traditional pipeline offerings,” said Cummings.

“With our network, which is the only North American railroad with raildirect service to energy formations like the Bakken, the Alberta Industrial Heartland and the Marcellus Shale, CP is a flexible option for

transpor ting crude oil and other energy-related products to anywhere in North America.”

Cummings also points out the railroad is developing a strong network to handle sand, pipe and construction materials, which are necessary inputs for oil and gas shale production and will position CP to be a key supplier of sand to the growing energy markets. “ C P ’s p r o v e n a p p r o a c h t o development in energy markets is to partner with key players in the oil and gas industr y to jointly invest in efficient growth,” said Cummings.

“Our railway is optimistic about the future, given the fundamentals and levels of customer and industr y investment. Our railway’s strategy has been to develop multiple origins and destination points, so shippers and receivers have options. With this approach, CP is in a position to respond to the shipping requirements of producers and refiners to move product across North America.”

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AREMA NEWS Professional Development Upcoming seminars

introduction to practical railway engineering June 17-19, 2013 Calgary, AB, Canada

Message from the President

Networking and spousal programs

Please visit www.arema.org for more information and to register online.

Private Rail technology tour September 4-14, 2013

By Jim Carter

A unique tour with stops in Italy, Austria, Czech Republic and Germany.

Please visit www.arema.org for more information and to register online today. Space is limited to the first 25 registrants.

Seven AREMA Seminars will be held in conjunction with the AREMA 2013 Annual Conference and Railway Interchange 2013 in Indianapolis, IN, September 29-October 2, 2013:

Jim Carter AREMA President 2012-2013

introduction to practical railway engineering September 27-29, 2013 FRA 214: Roadway worker on-track safety September 28, 2013 Rail bulk terminal design September 28, 2013 Environmental permitting issues in railroad construction projects September 29, 2013 intermodal terminal engineering October 2-3, 2013 FRA 213: Track Safety Standards October 2-4, 2013 track alignment design October 2-4, 2013

58 Railway Track & Structures

June 2013

This is a busy time of year for AREMA. Several committees have had meetings recently, as has the board of directors. These meetings and the work that is accomplished through them is the way that AREMA accomplishes its mission of the development of both technical and practical knowledge and recommended practices pertaining to the design, construction and maintenance of railway infrastructure. If you think you can contribute, then please visit www.arema.org and complete a committee membership application. I can assure you that you will not regret it. There is no better way to network with your peers from other organizations.

AREMA staff members, Senior Vice President Joe Smak, group vice presidents and directors and committee chairs have been hard at work making arrangements and reviewing the selected presentations for this year’s conference at Railway Interchange in Indianapolis, Ind. I would like to thank all of them for their efforts, particularly Mandie Ennis. If you have ever been involved as a presenter or a reviewer, and I have done both, you know why I singled her out. I am assured that there will be some great presentations. If you haven’t made arrangements to attend, please do so soon.

If you are planning to come to Railway Interchange and haven’t considered bringing your spouse or significant other and register them for the spouses program, I would ask you to please consider doing so, particularly you young folks. There are some great things planned for that program as well, and like networking in committees, this is a great opportunity for your spouse to both have some fun and network with other railroad spouses, who deal with many of the same issues.

We all know that railroad people and issues go hand-in-hand – just kidding (well maybe). My wife, Lynn, looks forward to meeting as many spouses as possible.

I hope that all of you student members/advisors are having a wonderful summer, whether you are in school or working somewhere.

I look forward to meeting as many of you as possible in Indianapolis.

Finally, without naming any names, I would like to thank several of you who have been gracious enough to tell me that you actually read and enjoy my columns this year. Even if you were just being kind, I really appreciate the encouragement.

Again, AREMA is your organization. If you have ideas about how we can make it better for you, whether you are a grizzled veteran like me, a young professional or one of our new student members, e-mail me at james.carterjr@nscorp.com. I would like to hear any ideas that you have.

Be careful and have fun out there. www.rtands.com

2013 Upcoming Committee Meetings June 14-15 June 18-19 June 19-20 August 7-8 Sept. 12-13

Committee 24 - Education & Training Calgary, AB, Canada Committee 10 - Structures, Maintenance & Construction Newark, NJ Committee 9 - Seismic Design for Railway Structures Seattle, WA Committee 7 - Timber Structures Denver, CO Committee 8 - Concrete Structures & Foundations Kansas City, MO

Committee meetings that will be held at the AREMA 2013 Annual Conference in conjunction with Railway Interchange 2013 Sept. 28 Committee 27 - Maintenance of Way Work Equipment Indianapolis, IN Sept. 28 Team 40 - Engineering Safety Steering Team Indianapolis, IN Sept. 28-29 Committee 5 - Track Indianapolis, IN

Sept. 28-29 Committee 24 - Education & Training Sept. 29 Committee 6 - Buildings & Support Facilities Sept. 29 Committee 10 - Structures, Maintenance & Foundations Committee 11 - Commuter & Intercity Rail Systems Sept. 29 Sept. 29 Committee 12 - Rail Transit Sept. 29 Committee 14 - Yards & Terminals Sept. 29 Committee 16 - Economics of Railway Engineering

and Operations

Sept. 29 Committee 17 - High Speed Rail Systems Sept. 29 Committee 33 - Electric Energy Utilization

Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN Indianapolis, IN

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

FYI…

Every other month, AREMA will feature one of our 15 student chapters. The month of June will feature the University of Illinois at Urbana-Champaign AREMA Student Chapter.

AREMA has moved t o a n e w o ff i c e location. Please update your records with our new mailing address: 4501 Forbes Boulevard, Suite 130, Lanham, MD 20706. Our phone and fax numbers remain the same: Phone: 301.459.3200 Fax: 301.459.8077.

B o o k y o u r 2 0 1 4 AREMA e x h i b i t booth NOW for the AREMA 2014 Annual Conference & Exposition in Chicago, IL, September 28 - October 1, 2014. Exhibit booth sales are now being accepted.

Receive a 10% discount off your booth purchase between now and October 11, 2013. For more information and to book your exhibit space, please contact Christy Thomas at cthomas@arema.org.

Register now for the AREMA 2013 Annual Conference being held as part of Railway Interchange 2013, September 29 - October 2, 2013 in Indianapolis, IN. All AREMA badges will be honored for full access into the exhibition halls during operating hours. To register online, please visit www.arema.org.

Interested in sponsorship for the AREMA 2013 Annual Conference being held as part of Railway Interchange 2013? Please visit the NEW AREMA sponsorship website at www. arema.org/sponsorship or contact Lisa Hall at lhall@arema.org for more information.

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

The Official AREMA LinkedIn Group Join the official AREMA LinkedIn Group by visiting www.linkedin.com and searching groups for “American Railway Engineering and Maintenance-of-Way Association.”

Put your career on the right track with AREMA’s Railway Careers Network.

Services are free and include confidential resume posting, job search and e-mail notification when jobs match your criteria. www.rtands.com

When was this AREMA Student campus about the importance of Chapter established? tamping in the railway industry, as well as the history of the Fall 2008 tampers produced at Nordco.

How many members does this On February 26, our student chapter hosted an excel workshop student chapter currently have? demonstrating many facets of About 50 active, 400 on our e-mailing Microsoft Excel. The turnout for the event included more than list.

60 students from majors across Who is your chapter president? t h e e n g i n e e r i n g c o m m u n i t y.

On March 8 and 9, the University of Scott Schmidt Illinois hosted its annual Engineering Has this student chapter had any Open House, where our AREMA recent exciting events occur that student chapter set up an interactive you would like to share with the exhibit, including a live dispatching display by Canadian National, a readers of RT&S? bridge engineering display from On February 1, a group of 15 Norfolk Southern, a locomotive members from our chapter took a simulator using Run 8 Train Simulator field trip to the Chicago Transit and current research project Authority car shops in Skokie, IL demonstrations from the university’s where we were led on a tour by R a i l T E C r e s e a r c h p r o g r a m .

Skokie Shop Manager Tom Dietrich. On April 20, our members traveled In the afternoon, we were taken to Chicago with the Railway out to the stub track behind the Construction Design class (CEE facility and were taught the basics 411) to receive a tour from Resident of driving a newly-built CTA car. Engineer Marc Beisler of the On February 21, Dick Rambo from P1 CREATE Project, Englewood Nordco gave a presentation on Flyover. We were also given an

up-close tour of CSX’s Bedford Park Intermodal Terminal by Terminal Manager Matt Hiller.

Finally, on April 27, ten of our members traveled to Monticello, IL., where they spent a day with Tim Crouch and the volunteers at Monticello Railway Museum to remove a turnout originally installed for an industry siding that is no longer in use.

Do you have any upcoming events?

Our preliminary plans for next school year include: traveling to Railway Interchange 2013 in Indianapolis, hosting a CPR/ First Aid/AED certification class, traveling to CSX’s Northwest Ohio Intermodal Terminal with another student chapter, teaching classes on the Railroading Merit Badge to local Boy Scout troops, returning to Monticello Rail Museum where members will learn to survey, as well as get hands-on experience, hosting a Microstation V8i Workshop and inviting guest speakers to present at our general meetings.

American Railway Engineering and Maintenance-of-Way Association *NEW ADDRESS* 4501 Forbes Boulevard, Suite 130, Lanham, MD 20706 Phone: +1.301.459.3200 / Fax: +1.301.459.8077 www.arema.org Railway Track & Structures

June 2013 59

AREMA NEWS

Getting to know Sid Bakker Each month, AREMA features one of our committee chairmen. We are pleased to announce that the June featured chairman is Sid Bakker, chair of Committee 39 - Positive Train Control.

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

BAKKER: After engineering careers at Northern Telecom and the Electronics & Space Division of Emerson Electric, I was drawn to Transportation Products Sales Co. (TPSC) This smaller company had an open position for an application engineer for technical support and business development throughout the North American rail industry.

The agility of a smaller company to develop solutions matched my pace and my desire to make an impact. I was also intrigued by the rail industry’s progressive movement to utilize newer technologies. Everything lined up.

AREMA: How did you get started?

BAKKER: Soon after my 1989 move from Minneapolis, Minn., to St. Louis, Mo., I met a beautiful girl named Ta m my w h o h a p p e n e d t o wo r k f o r T P S C . O u r relationship went from friends to dating to marriage in 1992. As a spouse of someone in the rail industry, I quickly witnessed the close knit community and close relationships. When the application engineer position opened up, Tammy and I joked about working together at a small company and the associated challenges. After three months of consideration, we only found reasons for me to join TPSC. We have proven it was the right decision for 19 years and are still going strong.

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

BAKKER: Ever since my first year at TPSC, the AAR/ AREMA manuals have been a “go to” reference for my work. My work related to many manual parts from Committee 38, so I joined and participated in the Energy and Communications subcommittees. When Committee 39 – Positive Train Control was formed, I was appointed chairman of Subcommittee 4 – Communications. In 2012, I was elected chairman of Committee 39. I enjoy the collaboration of industry experts to develop new manual parts for this unprecedented industry PTC deployment.

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

BAKKER: I enjoy playing golf, playing guitar, coaching baseball and I am an avid fan of my children’s sporting events.

AREMA: Tell us about your family.

BAKKER: I have been happily married to Tammy for 21 years. She is the executive vice president of TPSC. She is an amazing business professional and Supermom of two active children. She enjoys cooking, running and gatherings with friends and family. Sean is 14 years old and will start high school this year. He is built for speed and excels at baseball and track. He plays the drum set, loves the outdoors and 60 Railway Track & Structures

June 2013

Sid bakker Chair, Committee 39 - Positive Train Control President, ARMS, Inc.

spends his time on motorcycles, fishing and pickup baseball games in the neighborhood. Amelia is 11 years old and will start middle school this year. She has been in competitive cheerleading for six years. She is in level 3 and close to having all of her level 4 skills. She plays piano and has a beautiful singing voice. She also has her dad wrapped around her finger.

As a family, we love to donate time and money for charities at church, school, the women’s shelter, Cancer Society, American Heart Association and others.

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

BAKKER: Music has always been part of my life and has led me to various bands and music groups that have toured the Midwest, California, Europe and Australia.

AREMA:What is your biggest achievement?

BAKKER: Professionally, I was named president of TPSC in 2007. Personally, I am most proud of balancing work and family. This is an ongoing challenge with the amount of business travel, but we make it count when our family is together.

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

BAKKER: Observe and learn. Use your eyes and ears to learn from railway experts. Understand the history and the evolution of technology and practices. Be patient for new technology to be adopted, as it must be proven over time.

This gained knowledge should be combined with your talent and skills for a rewarding career. www.rtands.com

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

Railway Memoirs by William G. Byers, PE

2013 Manual for Railway Engineering© NOW AVAILABLE

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). *NEW* Downloadable Chapters Now Avilable Online.

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.

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

2013 Communications & Signals Manual of Recommended Practices© The Communications & Signals Manual is a manual of recommended practices written

by AREMA technical committees in the interest of establishing uniformity, promoting safety or efficiency and economy. The Communications & Signals Manual of Recommended Practices is an annual publication released every October. *NEW* Downloadable Sections Avilable Online.

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.)

2012 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.

2013 AREMA Educational Foundation Scholarship Winners Announcement AREMA would like to congratulate the 2013 scholarship winners.

AREMA has awarded 37 scholarships totaling $63,000.

Please see page 62 for a full listing of scholarship winners, the school they attend and the scholarship they received.

A special thank you to Charley Chambers and the Scholarship Review Committee for all of their hard work and dedication reviewing the outstanding AREMA Educational Foundation Scholarship applications.

If you are interested in making a taxdeductible donation to the AREMA Educational Foundation, please visit www.aremafoundation.org.

Railway Track & Structures

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62 Railway Track & Structures

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www.rtands.com

Railway Track & Structures

June 2013 63

PRODUCTS

Articulating cranes

Iowa Mold Tooling Co., Inc., introduced its 40 tm and 50 tm models to its lineup of truck-mounted articulating cranes. The company says the cranes have excellent liftto-weight ratios, long-reach capabilities and minimized space requirements. The 40/275 crane provides a maximum lifting capacity of 19,026 pounds, while the 50/345 model delivers a maximum lifting capacity of 22,840 pounds. The 40/275 and 50/345 models can be equipped with up to eight hydraulic extensions for maximum horizontal reaches of 69 feet 11 inches and 70 feet three inches. The 40/275 and 50/345 models feature ultra-high tensile and the mounting space required has been reduced to three feet nine inches and three feet 11 inches. The 40/275 and 50/345 models feature “overbending,� making the working area between the main boom and the outer boom no less than 195 degrees.

Additional features include functions and feedback of loader operation conditions; continuous rotation and internal hose routing system. Phone: 1-800-247-5958.

Drilling support trailer

Fecon offers its GL14 Support Trailer, a self-contained grouting and/or mud drilling support system for drilling applications. Hydraulic lift assist ramps allow access to the 200-gallon water supply tank for back flushing and cleaning and the support trailer also has lockable storage for tools and drill rods. The trailer has a six feet by 14 feet flatbed, four-wheel brakes and can be towed by truck or by the Fecon GL300 Drill Rig. Phone: 800-528-3113.

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Ad Index Company

Phone #

American Concrete Products Co., Inc. AREMA Marketing Department Brandt Road Rail Corporation Century Group Inc. CTC, Inc. Danella Rental Systems, Inc. Dixie PreCast Harsco Rail Herzog Services, Inc. HiRail Corporation Irwin Transportation Products Koppers Inc. KSA L.B. Foster Co. - Friction Management Loram Maintenance of Way, Inc. North American Rail Products Inc. Neel Company, The Nordco Inc. Oldcastle/Startrack Omega Industries, Inc. OMNI Products, Inc. Plasser American Corp.

PortaCo, Inc. Progress Rail Services Corp.

Rail Construction Equipment Co.

RAILCET RailWorks Corporation Railway Educational Bureau, The SnakeTray速 Speno International SA Transpo速 Industries, Inc. Unitrac Railroad Materials, Inc.

Vossloh

Fax#

e-mail address

Page #

402-339-3670 bhutchinson@enterprise-properties.com 23 301-459-3200 301-459-8077 marketing@arema.org Cover 3 306-791-7533 306-525-1077 nmarcotte@brandt.com 11

800-527-5232 ext.118 800-887-2153 railroad@centurygrp.com 25 817-886-8243 817.886.8225 ljacobson@ctcinc.com 32 610-828-6200 610-828-2260 pbarents@danella.com 10 770-94401930 770-944-9136 fbrown142@aol.com 25 803-822-7551 803-822-7521 mteeter@harsco.com 49 816-233-9002 816-233-7757 rebersold@herzogservices.com 55 800-274-7245 319-455-2914 info@hirail.com 24 724-864-8900 724-864-0803 bspringer @Irwincar.com 26 412-227-2739

412-227-2841 ambrosegf@koppers.com 22 740-776-3238 ext.12 740-776-6553 CraigWS@koppers.com 21 412-928-3506 412-928-3512 glippard@lbfosterco.com 5 763-478-6014 763-478-2221 sales@loram.com Cover 2 cerhart@narailproducts.com 10 604-946-7272 888-692-1150

703-913-7858 703-913-7859 btemple@neelco.com 56

414-766-2180 414-766-2379 info@nordco.com 8 888-965-3227 303-794-4297 jim.baker@oldcastle.com 3 360-694-3221 360-694-3882 omegaxings@aol.com 20 815-344-3100 815-344-5086 bcigrang@omnirail.com 39 757-543-3526 757-494-7186 plasseramerican@plausa.com 51 218-236-0223 218-233-5281 info@portaco.com 7 800-476-8769 256-593-1249 info@progressrail.com 19 866-472-4570

630-355-7173 dennishanke@rcequip.com 9 866-724-5238 217-522-6588 grif1020@yahoo.com 6 866-905-7245

952-469-1926 jrhansen@railworks.com Cover 4 402-346-4300 402-346-1783 bbrundige@sb-reb.com

64, 66 631-674-0004 631-674-0010 molly@snaketray.com 11 00-41-229-064-600 00-41-229-064-601 Jose.velasco@speno.ch 47 914-636-1000 914-636-1282 info@transpo.com 23 412-298-0915 865-693-9162 ppietrandrea@unitracrail.com 41 00-49-239-252-273 00-49-239-252-274 claudia.brandt@vc.vossloh.com 53

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

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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 Australia, Austria, China, Germany, Hong Kong, India, Korea, Netherlands, New Zealand, Russia, Scandinavia, South Africa, Spain, Worldwide Recruitment Steven Barnes Suite K5 &K6 The Priory +44-1444-416375 Syresham Gardens Fax: +44-1444-458185 Haywards Heath, RH16 3LB United Kingdom sb@railjournal.co.uk

Africa, Britain, Eastern Europe, Far East, France, Germany, Belgium, Portugal, Switzerland, Middle East, South America, Rail Tenders, all others.

Louise Cooper 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 & Italian-speaking Switzerland

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

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

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CALENDAR JUNE 17-21. Railroad Track Inspection & Safety Standards.

Region Transportation Management Center. Nashville, Tenn. Contact: Diana Webb. Phone: 865-974-5255. Fax: 865-974-3889. Website: http://ctr.utk.edu/ttap/training/ railinspect.php.

JULY 7-13. Rail and Intermodal Summer Youth Program.

Michigan Technological University. Houghton, Mich.

Contact: Pam Hannon. Phone: 906-487-3065. E-mail: prhannon@mtu.edu. Website: http://www.rail.mtu.edu/ summer_youth2013.html.

30-Aug. 1. Railway Tie Association Tie Grading Seminar.

Courtyard by Marriott-Bossier City/Louisiana Boardwalk.

Shreveport, La. Phone: 770-460-5553. Fax: 770-460-5573.

E-mail: ties@rta.org. Website: www.rta.org.

SEPTEMBER 8-10. ASLRRA Eastern Region Meeting. Norfolk Waterside Marriott. Norfolk, Va. Phone: 202-628-4500.

Website: www.aslrra.org.

29-Oct. 2. Railway Interchange 2013. Indianapolis, Ind. Phone: 301-459-3200. Fax: 301-459-8077. Website: www. railwayinterchange.org.

29-Oct. 2. APTA Annual Meeting. Hilton Chicago.

Chicago, Ill. Contact: Yvette Conley. Phone: 202-496-4868.

E-mail: yconley@apta.com. Website: www.apta.com.

OCTOBER 6-11. International Railway Safety Conference (IRSC 2013). Vancouver, BC, Canada. E-mail: irsc2013@nrc-cnrc. gc.ca. Website: www.irsc2013.org.

9-11. 95th Annual Railway Tie Association Symposium and Technical Conference. Hyatt Regency Lake Tahoe.

Incline Village, Nev. Phone: 770-460-5553. Fax: 770-4605573. Website: www.rta.org.

13-15. ASLRRA Southern Region Meeting. Omni Charlotte Hotel. Charlotte, N.C. Phone: 202-628-4500.

Website: www.aslrra.org.

15-16. Railway Age Passenger Trains on Freight Railroads. Washington Marriott. Washington, D.C. Contact: Jane Poterala. Phone: 212-620-7209. E-mail: jpoterala@sbpub.com. Website: www.railwayage.com.

NOVEMBER 4-8. Railroad Track Inspection & Safety Standards.

Tennessee Valley Railroad Museum. Chattanooga, Tenn.

Contact: Diana Webb. Phone: 865-974-5255. Fax: 865-9743889. Website: http://ctr.utk.edu/ttap/training/railinspect.php.

5-6. Railroad Environmental Conference. University of Illinois at Urbana-Champaign. Urbana, Ill. Phone: 217244-4999. Fax: 212-333-1924. Website: http://ict.uiuc.edu/ railroad/RREC/overview.php.

10-12. ASLRRA Central Pacific Region Meeting.

Newport Beach Marriott Hotel & Spa. Newport Beach, Calif. Phone: 202-628-4500. Website: www.aslrra.org.

66 Railway Track & Structures

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June 2013 67

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RT&S Classified Section

RT&S2013revAd.indd 1

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